Minnesota Bicycle Transportation Planning and Design Guidelines

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Minnesota Department of Transportation

June 1996 JUNE 17, 1996 BIKEWAYS MANUAL summary

CHAPTER SUMMARY

CHAPTER TITLE

1 INTRODUCTION 2 DESIGN FACTORS AND MAINTENANCE 3 THE BICYCLE NETWORK PLANNING PROCESS 4 ON- DESIGNS 5 PATHS 6 AND GRADE SEPARATIONS 7 CONTROLS 8

JUNE 17, 1996 BIKEWAYS MANUAL contents (1)

Chapter One INTRODUCTION

1-1.0 PURPOSE 1-2.0 POLICY AND GOALS 1-3.0 SCOPE 1-4.0 DEFINITIONS 1-5.0 THE TYPICAL BICYCLE, RIDER, AND DIMENSIONS 1-6.0 OPERATING SPACE 1-7.0 THE DESIGN BICYCLE 1-8.0 DESIGN APPROACH

Chapter Two DESIGN FACTORS AND MAINTENANCE

2-1.0 GENERAL 2-2.0 SURFACE QUALITY AND UTILITY WORK 2-3.0 VEGETATION CONTROL

Chapter Three THE BICYCLE NETWORK PLANNING PROCESS

3-1.0 GENERAL 3-2.0 DEVELOPING A COMMUNITY BICYCLE NETWORK PLAN 3-2.01 Establish Performance Criteria for the Bicycle Network 3-2.02 Inventory Existing System 3-2.03 Identify Bicycle Corridors 3-2.04 Evaluate and Select Specific Route Alternatives 3-2.05 Design Treatments 3-2.05.01 Select Appropriate Facility Options 3-2.05.02 Factors Used to Determine Grade Separations ( and Bridges) 3-2.06 Evaluate the Finished Network Plan Using the Established Performance Criteria 3-2.07 Bicycle Parking and Security

Chapter Four ON-ROAD DESIGNS

4-1.0 GENERAL 4-2.0 TYPES OF FACILITIES 4-2.01 Bicycle 4-2.02 Bicycles, and Combination /Bike Lanes contents (2) BIKEWAYS MANUAL JUNE 17, 1996

4-2.03 Shared Lanes 4-2.04 Wide or Wide Outside Lanes 4-2.05 Shoulders 4-2.06 Traffic-Calmed Roadways

4-3.0 DESIGNING BICYCLE FACILITIES

4-4.0 PREPARING TO SELECT A DESIGN OPTION 4-4.01 What Types of Bicyclists is the Route Most Likely to Serve? 4-4.02 New Construction, Reconstruction and Retrofitting 4-4.03 Design Options to be Considered in Selecting the Appropriate Treatment

4-5.0 TRAFFIC OPERATIONS AND DESIGN FACTORS USED IN DETERMINING THE APPROPRIATE DESIGN TREATMENT

4-6.0 USING TABLES TO DETERMINE THE RECOMMENDED OPTION

4-7.0 TRAFFIC-CALMED ROADWAYS 4.7.01 Speed Humps 4-7.02 Chicanes 4-7.03 Pinch Points 4-7.04 Curb Extensions 4-7.05 Mini Round-a-bouts 4-7.06 Surface Alterations 4-7.07 Environmental Road Closures 4-7.08 Plugged, or No-entry Calming 4-7.09 Rumble Strips () 4-7.10 Transverse Bands

4-8.0 BYPASS LANES 4-9.0 CLIMBING LANES 4-10.0 RUMBLE STRIPS 4-11.0 DRAINAGE AND DRAINAGE GRATES 4-12.0 LIGHTING

4-13.0 ON-ROAD INTERSECTIONS 4-13.01 Shared Road Bikeway Treatments at Intersections 4-13.02 Bike Treatments at Intersections 4-13.02.01 Bicycle Lanes and Left-Turning Bicycle Traffic 4-13.02.02 Continuation at T-intersections 4-13.02.03 At-grade Railroad Crossings JUNE 17, 1996 BIKEWAYS MANUAL contents (3)

Chapter Five PATHS

5-1.0 GENERAL 5-2.0 LOCATING PATHS 5-3.0 SEPARATION BETWEEN PATH AND ROADWAY 5-3.01 Snow Storage in Separation Area

5-4.0 SEPARATING PEDESTRIANS AND BICYCLISTS 5-5.0 DESIGN SPEED 5-6.0 HORIZONTAL CURVATURE AND SUPERELEVATION GRADES 5-7.0 GRADES

5-8.0 SIGHT DISTANCE 5-8.01 Safe Stopping Sight Distance 5-8.02 Sight Distance at Crest Vertical Curves 5-8.03 Sight Distance at Horizontal Curves

5-9.0 PATH WIDTHS AND CLEARANCES

5-10.0 STRUCTURAL SECTION 5-10.01 Foundation Preparation 5-10.02 Bituminous Structural Section 5-10.03 Structural Section 5-10.04 Aggregate Structural Section 5-10.05 Surface smoothness and maintenance

5-11 DRAINAGE 5-12 BARRIERS, RAILINGS, AND FENCES 5-13 LIGHTING

5-14.0 INTERSECTIONS 5-14.01 Path Intersections 5-14.02 Path and Motor Vehicle Intersections 5-14.03 Design 5-14.03.01 Crosswalk 5-14.03.02 Crosswalks and curbed pedestrian refuge islands or medians 5-14.03.03 Curb Designs and Arrangements 5-14.03.04 Controlling Motor Vehicle Access 5-14.03.05 One-way Paths and At-grade Signalized Intersections 5-14.03.06 At-grade Intersections Without Signals 5-14.03.07 Paths at Independent At-grade Crossings 5-14.03.08 Paths and At-grade Railroad Crossings contents (4) BIKEWAYS MANUAL JUNE 17, 1996

Chapter Six BRIDGES AND GRADE SEPARATIONS

6-1.0 GENERAL

6-2.0 BRIDGES WITH BIKEWAYS 6-2.01 Retrofitting Bikeways and Bike Lanes on Existing Highway Bridges

6-3.0 BICYCLE AND PEDESTRIAN 6-4.0 BIKEWAY UNDER EXISTING STRUCTURES 6-5.0 BICYCLE AND PEDESTRIAN UNDERPASSES AND TUNNELS

Chapter Seven TRAFFIC CONTROLS

6-6.0 REST AREA OVERLOOKS 7-1.0 GENERAL 7-2.0 SIGNS

7-3.0 SIGNALS AND VEHICLE DETECTORS 7-3.01 Traffic-actuated Signals 7-3.02 Programmed Signals

7-4.0 PAVEMENT MARKINGS

7-5.0 OBJECT MARKINGS, DELINEATORS, , FENCES, AND BARRIERS 7-5.01 Object Markings 7-5.02 Delineation 7-5.03 Curbs and Medians

7-6.0 FENCES AND BARRIERS 7-6.01 Fences

Chapter Eight BICYCLE PARKING

8-1.0 DESIGN CONSIDERATIONS 8-2.0 BICYCLE SECURITY LEVELS AND PARKING PRODUCTS JUNE 17, 1996 BIKEWAYS MANUAL 1(1)

Chapter One INTRODUCTION

1-1.0 Purpose safe bicycling for transportation. Plan B: The Minnesota Comprehensive State Bicycle Plan provides a framework to The emphasis now being placed on bicycle transportation guide investments that will translate the needs of bicyclists into requires an understanding of bicycles, bicyclists, and safe realities. Mn/DOT accommodates bicyclists through its transportation facilities. The bicycle, when adequately planned multi-modal and intermodal actions and continues to encourage for and used, plays an important part in the overall the increased use and safety of bicycling. transportation system. Safe, convenient, and attractive facilities are essential to encourage safe bicycle driving. Bicycle trips are generally under 8 km and often occur in urbanized areas. 1-3.0 Scope Therefore, these guidelines emphasize increased use and safety in urban areas. This manual provides part of the information necessary for a safe bicycling environment. Facilities are one of several The purpose of this manual is to provide bicycle network elements essential to an overall bicycle program. and facility planning and design guidelines that planners, and design, education and training, bicycle use encouragement, engineers and designers should follow, unless otherwise noted, and the application and enforcement of the rules of the road as to encourage increased use of the bicycle. To clarify the they pertain to bicyclists are further addressed in Plan B: The meanings of "shall", "should" and "may" used in these Minnesota Comprehensive State Bicycle Plan, and in other guidelines, the following definitions apply: resources. This manual provides guidelines for facilities.

1. SHALL--A mandatory condition. Where certain requirements in design or application are described 1-4.0 Definitions with the "shall" stipulation, it is mandatory when an installation is made that these requirements be met. BICYCLE - "Bicycle" means every device propelled solely by human power upon which any person may ride, having 2. SHOULD--An advisory condition. Where the word two tandem wheels except scooters and similar devices, and "should" is used, it is considered to be advisable usage, including any device generally recognized as a bicycle recommended but not mandatory. though equipped with two front or rear wheels. (MN 169.01 Subd. 51) (Considered a vehicle by MN Statute 169.01 3. MAY--A permissive condition. No requirement for Subd. 2, MN 169.222 Subd. 1). design or application is intended. AVERAGE BICYCLISTS - The Design Bicyclists Because flexibility is provided, these guidelines permit comprised of both Group B (Basic Bicyclists) and Group C improvements to be made that will result in greater uniformity (Children). of geometrics over major lengths of roadways and bikeways. BICYCLE FACILITIES - A general term denoting These guidelines have been developed based on engineering improvements and provisions made by public agencies to practices and the state of the practice in transportation and accommodate or encourage bicycling, including parking should be used to the maximum extent possible. However, as facilities, bikeways, bikeways maps, and shared roadways with all projects, use judgment in their application. The not specifically designated for bicycle use. provisions for bicycle travel are consistent with standard roadway engineering practices. These guidelines should be used BICYCLE LANE (BIKE LANE) - "Bicycle Lane" means in conjunction with other chapters in the Mn/DOT Road Design a portion of a roadway or designed for exclusive Manuals and other resources. or preferential use by people using bicycles. Bicycle lanes are to be distinguished from the portion of the roadway or shoulder used for motor vehicle traffic by physical barrier, 1-2.0 Policy and Goals striping, marking, or other similar device. (MN 169.01 Subd. 70) U.S. Department of Transportation goals include doubling bicycle and pedestrian use while simultaneously reducing by BICYCLE-PEDESTRIAN LANE - A portion of a roadway 10% the number of bicyclists and pedestrians killed and injured designated for the preferential or exclusive use of bicycles in traffic crashes. Minnesota and The Minnesota Department of and pedestrians. Transportation (Mn/DOT) support these goals and have developed similar policies and goals to help ensure increased, 1(2) BIKEWAYS MANUAL JUNE 17, 1996

BICYCLE NETWORK - A continuous system of bikeways RIGHTS OF WAY--A general term denoting land, and roadways in a region or municipality. property, or interest therein, usually in a strip, acquired for or devoted to transportation purposes. "Right-of-way" BICYCLE PATH ( OR OFF-ROAD means the privilege of the immediate use of the highway. BIKEWAY) - "Bicycle Path" means a bicycle facility (MN 169.01 Subd. 45) designed for exclusive or preferential use by people using bicycles and constructed or developed separately from the ROADWAY--"Roadway" means that portion of a highway roadway or shoulder. (MN 169.01 Subd. 9) improved, designed, or ordinarily used for vehicular travel, exclusive of the or shoulder. In the event a BICYCLE-PEDESTRIAN PATH (SHARED OR MULTI- highway includes two or more separate roadways, the term USE PATH) - A path designated for the preferential or "roadway" as used herein shall refer to any such roadway exclusive use of bicycles and pedestrians. separately but not to all such roadways collectively. (MN BICYCLE ROUTE - The term "bicycle route" means a 169.01 Subd. 31) roadway or shoulder signed to encourage bicycle use. (MN SHARED OR HIGHWAY--Any roadway upon 169.01 Subd. 62) which a bicycle lane is not designated and which may be BICYCLE TRAIL - "Bicycle trail" means a bicycle route or legally used by bicycles whether or not such facility is bicycle path developed by the commissioner of natural specifically designated as a bikeway. resources under MN 85.016. (MN 169.01 Subd. 71) SHOULDER--"Shoulder" means that part of a highway BIKEWAY--"Bikeway" means a bicycle lane, bicycle path, which is contiguous to the regularly traveled portion of the or bicycle route, regardless of whether it is designated for highway and is on the same level as the highway. The the exclusive use of bicycles or is to be shared with other shoulder may be pavement, gravel, or earth. (MN 169.01 transportation modes. (MN 169.01 Subd. 72) Subd. 73) CROSSWALK--"Crosswalk" means that portion of a SIDEWALK--"Sidewalk" means that portion of a street roadway ordinarily included with the prolongation or between the curb lines, or the lateral lines of a roadway, and connection of the lateral lines of at intersection or the adjacent property lines intended for the use of any portion of a roadway distinctly indicated for pedestrian pedestrians. (MN 169.01 Subd. 33) crossing by lines or other markings on the surface. (MN STREET OR HIGHWAY--"Street or highway" means the 169.01 Subd. 37) entire width between boundary lines of any way or place GROUP A - ADVANCED OR EXPERIENCED when any part thereof is open to the use of the public, as a BICYCLISTS. The FHWA Design Bicyclists comprised of matter of right, for the purposes of vehicular travel. (MN experienced riders who can operate under most traffic 169.01 Subd. 29) conditions. TRAFFIC CALMING--Physical and other measures used GROUP B - BASIC BICYCLISTS The FHWA Design on a street or highway to reduce the dominance and speed Bicyclists comprised of casual or new adult and teenage of motor vehicles. riders who are less able to operate in traffic without VEHICLE - "Vehicle" means every device in, upon, or by provisions for bicycles. which any person or property is or may be transported or GROUP C - CHILDREN. The FHWA Design Bicyclists drawn upon a highway, except devices used exclusively comprised of pre-teen riders whose roadway use is initially upon stationary rails or tracks. (MN 169.01 Subd. 2) monitored by parents and eventually are accorded WIDE CURB LANE OR WIDE OUTSIDE LANE - The independent access to the roadway system. right-most through traffic lanes that are substantially wider DESIGNATED SHARED STREET OR HIGHWAY - Any than 3.6 m. street or highway designated as a bikeway and recommended for use by bicyclists and characterized by basic signage and the absence of striping or marking for bicyclists. Traffic calming measures may be implemented 1-5.0 The Typical Bicycle, Rider and Dimensions to maximize their usefulness and safety. The bicycle is distinct from all other modes of LIGHT TRAFFIC - Pedestrian, bicycle and other types of transportation by being the smallest and lightest vehicle. These non-motorized traffic. Mopeds are sometimes considered characteristics have a direct bearing on the geometry of rights- "light traffic." of-way intended to accommodate bicycle traffic. To ensure the safety and comfort of bicyclists, the size of the vehicle must be PEDESTRIAN--"Pedestrian" means any person afoot or in taken into account, along with the amount of lateral and vertical a wheelchair. (MN 169.01 Subd. 24) clearance needed by a moving bicyclist. JUNE 17, 1996 BIKEWAYS MANUAL 1(3)

The handlebars are the widest part of a bicycle. On a In an open area, bicyclists require somewhat less space. mountain bike or adult tricycle, the handlebars may be as much Open areas afford bicyclists more space for unexpected as 720 mm wide; on touring or city bikes they typically are from maneuvers. These figures are guidelines. The width of the 400 to 600 mm wide. The minimum width that a stationary corridor may vary with the type of facility. bicycle occupies is 600 mm.

The tires on most bicycles typically range in width from 20 1-7.0 The Design Bicyclist mm to 60 mm with a contact surface of around 3 mm and wider. they often provide little traction. If the pavement is covered with The Bicycle Federation of America estimates that fewer sand or leaves, or is wet, the bicycle has even less traction and than 5 percent of riders qualify as experienced bicyclists. needs more room to brake. This is one of several factors to Because the goal is to increase bicycle use, there will be more consider when designing curves. average bicyclists than experienced bicyclists using the road system. The Federal Highway Administration has recently Because they often ride to the right side of the traveled way, developed the following classification system: bicyclists are sometimes difficult to see in traffic, especially after dark or in the rain. Planners and engineers should give this FHWA Group A-- Advanced Bicyclists: Experienced factor serious consideration, paying attention to the area around riders who can operate under most traffic conditions, they urban intersections. An effort should be made to provide better comprise the majority of the current users of collector and visibility for motorists. arterial .

Under most circumstances (flat terrain, windless FHWA Group B - Basic Bicyclists: These are casual or conditions), most bicyclists can maintain a cruising speed new adult and teenage riders who are less able to operate in between 20 and 30 km/h, with a minority maintaining a speed of traffic without provisions for bicycles. Some will develop 30 km/h. In descents, with a tail wind, speeds more than 50 km/h greater skills and progress to the advanced level, but there can be reached. will always be millions of basic bicyclists.

Bikeways should designed with the gentlest slopes possible FHWA Group C - Children: Pre-teen riders whose roadway to encourage bicycling and the use of bicycle facilities. use is initially monitored by parents. Eventually they are However, a route or facility shouldn't be automatically allowed independent access to the road system. abandoned if a steep hill is unavoidable. Facility design and bicyclists' behavior can be adjusted to compensate for steep Group B and Group C Bicyclists have been combined. The terrain. "Design Bicyclist" concept recognizes two broad classes of bicyclists: Group A "Experienced" Bicyclists and Group B/C 1-6.0 Operating Space "Average" Bicyclists.

A bicyclist's design vertical height is 2.5 m. Even a tall Generally, Average (and many Experienced) Bicyclists will individual will not reach this height when seated on a bicycle, be best served by a bikeway network of streets and designated but it is essential to allow extra clearance for bicyclists pedaling bicycle facilities which can be provided by: upright or passing under an . See Figure 1-6.0A for bicycle operating space dimensions. Signage above a bicyclist C Ensuring neighborhood streets have appropriate traffic should also allow for at least this amount of vertical clearance. operating speeds and volumes.

Under normal conditions, a moving bicyclist needs a C Providing a network of designated bicycle facilities corridor at least 1 m wide in order to maintain balance when (e.g., bike lanes, paths, side-street bicycle routes) riding at low speeds or against crosswinds. To ride comfortably through the key travel corridors typically served by and avoid fixed objects (sidewalks, shrubs, , signs arterial and collector streets. signals, etc) and other users such as pedestrians and wheelchairs, a bicyclist needs an additional 0.25 m of clearance on each side, C Providing usable roadway shoulders on rural highways. bringing the basic width of a one-way corridor to 1.5 m. Experienced Bicyclists generally prefer roadways designed In enclosed areas, a space 3 m wide is desirable for two to accommodate shared use by bicycles and motor vehicles. This opposing bicyclists to comfortably pass each other. In this case, can be accomplished by: space is necessary for a bicyclist to react to unexpected C Establishing and enforcing speed limits to minimize maneuvers of other riders. In an enclosed area, the amount of speed differentials between bicycles and motor vehicles space desirable for one bicyclist to pass another going the same on neighborhood streets and by using "traffic-calming" direction is slightly less than for opposing traffic. See Figure strategies. 1-6.0B.

1(4) BIKEWAYS MANUAL JUNE 17, 1996

Figure 1-6.0A Bicycle Operating Space JUNE 17, 1996 BIKEWAYS MANUAL 1(5)

Space desired by two bicyclists meeting at 30 km/h in an enclosed area Figure 1-6.0B

C Providing wide outside lanes on collector and arterial shared use by bicycles and motor vehicles with minimum streets built with an "urban section" (i.e., with curb delays and maximum safety for all users. and gutter). Full use of this approach will result in a network of routes C Providing usable shoulders on highways built with a for Average and Experienced Bicyclists incorporating slow- "rural section" (i.e., without curb and gutter). speed and designated bicycle facilities and non-network roads on which bicycles are permitted to operate by 1-8.0 Design Approach incorporating the design treatments recommended for Experienced Bicyclists. Given these two types of design bicyclists, a two-tiered approach to meeting their needs is possible. However, because 1-9.0 Types Of Facilities the goal is to increase safety and use by Average Bicyclists, the development of a bicycle network for bicycle traffic There are many ways bicycles can safely and should take priority. conveniently be accommodated on roadways and other rights- of-way. There are five general types of on-road facilities Most bicyclists will be best served by identifying key which can improve upon shared lanes where traffic volumes, travel corridors (typically served by arterial and collector speeds and traffic mix make it prudent to do so. In three of the streets) and by providing designated bicycle facilities on five cases the facility allows bicyclists and motorists to selected routes through these corridors. Often these facilities operate parallel to each other in the roadway without coming will also be used by other traffic such as pedestrians, skaters too close and without motorists having to change lanes to pass and motor vehicles. These key travel corridors can be the bicyclists. On-road facilities are described in Chapter 4 identified through the type of bicycle network planning and paths are described in Chapter 5. process described in Chapter 3. Non-network routes may also be planned for Average Bicyclists.

Experienced (FHWA Group A) Bicyclists prefer that streets, including those not on the bikeway network, be made "bicycle-friendly." This may be accomplished by adopting design standards that include wide curb lanes and paved shoulders to accommodate shared use by bicycles and motor vehicles. This approach will provide adequate space for bicycles and motor vehicles to share the roadway with minimum need for changing lanes or lane position. The desired outcome is to have sufficient space to accommodate 1(6) BIKEWAYS MANUAL JUNE 17, 1996 JUNE 17, 1996 BIKEWAYS MANUAL 2(1)

Chapter Two DESIGN FACTORS AND MAINTENANCE

2-1.0 General. adequate vertical and horizontal clearance?

After construction, maintenance is an important factor for the successful operation and usage of the facility. Poor maintenance resulting in the accumulation of sand, gravel, broken glass, branches, etc. or development of potholes, The above checklist is not a complete list, but does give corrugations and other rough surface conditions will cause some items to be considered during the design stage. The bicyclists to avoid the facility. The result may be that the facility designer may wish to contact maintenance staff for additional becomes a liability rather than an asset to the controlling agency. items. Therefore, the responsibility for maintenance of the facility should be established before construction. Normally, if the 2-2.0 Surface Quality and Utility Work facility is located on the highway shoulder the maintenance of the facility will be the responsibility of the appropriate highway The quality of a bikeway's riding surface is important. agency. If the facility is separated from the roadway, Pavement surface irregularities can do more than cause an maintenance of the facility may be the responsibility of the unpleasant ride. Gaps between pavement slabs or drop-offs at appropriate local or other governmental agency. overlays or patches parallel to the direction of travel can trap a bicycle wheel and cause loss of control. Holes and bumps can Although the designer is not responsible for maintenance, cause bicyclists to swerve into the path of motor vehicles. A there are a number of factors to incorporate into the design that single surface irregularity in itself may not cause as much will facilitate the necessary maintenance operations. The discomfort as a group of or continuous irregularities. Bicycle following is a partial checklist of items to be considered during pavements should be at least as smooth as the adjacent road or design: bicyclists may not use them.

1. Does the facility have sufficient clearance (height and The two types of hazards which are classified as surface width, especially with off-road bikeways) to irregularities are cracks and projections. Cracks are generally accommodate maintenance vehicles? normal fissures such as the gap between two slabs of pavement. Projections may be caused by sinking drainage grates or crude 2. Is the structural thickness (pavement and base) patch jobs. They are further classified as having a parallel or adequate to support maintenance or emergency perpendicular orientation. Table 2-2.0A recommends maximum vehicles? acceptable surface irregularities on bikeways. 3. Has access to the facility for maintenance or emergency vehicles been provided (especially on off- Table 2-2.0A road bikeways)? Maximum Acceptable Surface Irregularities on Bikeways 4. Has sufficient clearing or grubbing been provided for Orientation of Cracks1 Projections2 adequate sight distance and horizontal and vertical the Irregularity clearances? Parallel 13 mm wide 10 mm high 5. Have adequate cross slopes, drainage structures and ditches been provided to ensure good drainage? Perpendicular 20 mm wide 20 mm high 6. Are designed plantings in locations that will not 1) Cracks/Fissures in the surface. Often found in hot mix become a hazard or create sight distance problems in asphalt surfaces or between slabs of portland cement the future? concrete. 2) Projections: abrupt rises in the surface of the traveled 7. Have "maintainable" side slopes been planned? way. May be caused by sinking drainage grates, crude patching of the surface, partial erosion of a layer of asphalt, 8. Have gravel driveways and intersecting roadways been pavement joints, pedestrian ramp transitions, or root growth paved on either side of the bikeway (3 m or more) to under pavement. minimize amounts of gravel and dirt dropped on the bikeway by crossing motor vehicles? To ensure that the riding surface is maintained at a level 9. Have signs and signals been designed and located which is smooth enough for bicyclists safety and comfort, the outside of bicycle and pedestrian traffic flow with following guidelines should be followed: 2(2) BIKEWAYS MANUAL JUNE 17, 1996

C Locate public utility installations such as manhole The Agricultural Weed Law of Minnesota requires the covers, drainage grates and gate chambers so that they control of at least these 10 weeds. In the preparation remain outside of paths of plans and provisions for building bikeways, the responsibility for control of these noxious weeds C Inspect control joints on paths. during construction can be delegated to the contractor. C Schedule regular maintenance to remove sand 4. Selective vegetation removal may be required in order (including early removal of sand left by winter sanding to remove low hanging branches and other growth that operations), earth, and other matter that may cause have encroached onto the bikeway. These skidding. encroachments may reduce the bicyclist's sight C Eliminate surface irregularities which may make riding distance and can cause personal injury. uncomfortably bumpy or lead to drainage problems or cause bicyclists to use the roadway instead of a path.

C Ensure that drainage grates, if located on or near a path, have narrow openings and be placed perpendicular to the riding surface.

2-3.0 Vegetation Control

Control of vegetation is generally considered to be the responsibility of maintenance forces. However, in order to provide better control, it should also be considered during design and construction.

The following are examples of vegetation control methods that may be done during design and construction.

1. Placement of a non-selective herbicide such as Arsenal (Imazapyr) under asphalt paving. All applications must be done according to label directions. The applicator must be licensed by the Minnesota Department of Agriculture. It is quite common for thin bituminous surfaces with shallow subsurface treatments, such as walking trails, to be ruined by vegetation. This herbicide will prevent vegetative growth from penetrating the asphalt paving for a number of years. Non-selective herbicides may injure nearby trees if their root systems grow into the treated area.

2. Placement of a tightly woven geotextile or landscape fabric under the asphalt pavement. This method may be chosen in sensitive areas where a nonselective herbicide is undesirable. Several brands of geotextiles are available. Many provide additional structural support for the asphalt paving as well. 3. Requiring the contractor to control noxious weeds during construction. The following ten weeds have been designated noxious weeds on a statewide basis.

Canada Thistle Sow Thistle Bull Thistle Musk Thistle Plumeless Thistle Wild Hemp Poison Ivy Leafy Spurge Field Bindweed Purple Loosestrife JUNE 17, 1996 BIKEWAYS MANUAL 3(1)

Chapter Three THE BICYCLE NETWORK PLANNING PROCESS

3-1.0 General CLASSIFICATION FUNCTION

The bicycle network planning process is a specific MAIN ROUTE Links various parts of a built-up area application of the transportation planning process. Bicyclists and together and serves primarily pedestrians value the same travel features as when driving motor bicycling that is either regional or vehicles (e.g.,accessibility and directness), yet they also value long-distance between parts of an characteristics such as designated facilities, low traffic volumes area. Planning is based mainly on and speeds--in general, an attractive and comfortable needs of bicyclists but should also environment. meet the requirements of pedestrians and other users. 3-2.0 DEVELOPING A COMMUNITY BICYCLE NETWORK PLAN LOCAL ROUTE Carries internal traffic in a city Establishing a vision of how bicycling fits into the overall district or other such area or between transportation system of a community or region is important to adjacent areas. Has substantial develop a safe and enjoyable bicycle network. Identifying pedestrian traffic. Planning should community values related to bicycle use and establishing take into account the needs of strategic goals are basic components to integrate the bicycle various pedestrian and other groups network into the overall transportation system. The broad goals (seniors, disabled people, children, in the introduction of these guidelines are some examples that etc.) are applicable for a region or community.

Average Bicyclists typically prefer to ride on neighborhood ACCESS ROUTE Provides direct access to parking and streets or designated bicycle facilities. Experienced Bicyclists entrances to destinations. Typically should be anticipated on roadways where bicycles are not consists of residential streets, excluded by statute or regulation, regardless of functional parking lots and access roads, etc. classification. Safe accommodation of all bicyclists is best Planning requirements are similar to accomplished by creating a comprehensive and continuous the local route but are not examined bicycle (and pedestrian) network in built-up areas in order to in detail in these guidelines. enhance the safety and travel comfort of users. Trips connected with school, shopping, work, errands, outdoor recreation and leisure should be possible by bicycle or on foot. Individual RECREATIONAL Serves outdoor recreation done on routes should be planned for all user groups (children, senior ROUTE foot, by bicycle, on skis, etc. Can citizens, people who have disabilities and so on). form part of another route network.

The network is composed of bicycle and pedestrian routes including some motor vehicle roads with little traffic (e.g. residential and access streets) used as parts of the bicycle routes. The following discussion details a planning process Bicycle routes may parallel main roads for motor-vehicle traffic, intended to identify a community wide network of routes where or be completely separate. Bicycle routes in an urbanized area bicycle facilities are used to meet the needs of Average and may be classified as follows, according to their function in the Experienced Bicyclists. Many model planning processes could network: be used to select routes and design facility treatments to accommodate bicyclists. The following process is one example. It has six steps:

1. Establish performance criteria for the bicycle network.

2. Inventory the existing bicycle facility and roadway system. 3(2) BIKEWAYS MANUAL JUNE 17, 1996

3. Identify optimal bicycle travel lines and corridors. Comfort and Attractiveness: This includes factors such as separation from motor traffic, visual aesthetics, the real or 4. Evaluate and select specific route alternatives. perceived threat to personal safety along the route, and the amount and level of security for bike parking. The alignment 5. Select appropriate design treatments. and conditions of the route should be roughly the same standard as (or better than) the motor vehicle road running alongside it to 6. Evaluate the finished plan against the established ensure the most use. Good lighting and even, hard, non-skid performance criteria. pavement without curbs are necessary. 3-2.01 Establish Performance Criteria for the Bicycle Network CRITERION MAIN ROUTE LOCAL The performance criteria specify the values to use in ROUTE determining the safety, desirability and effectiveness of a Average Chance 1 Stop/2 km 1 Stop/km community bicycle network. Good quality values may include: of a Stop Directness: Good quality routes should be direct, smooth flowing with little waiting and have minimal increased (detour) distance compared to the most direct route. Safety: The bicyclist's chance of confrontation with motorized and other traffic should be minimized. Motor vehicle traffic speeds and volumes and other factors are key in deciding CRITERION MAIN ROUTE LOCAL the degree of separation or mixing with vehicle traffic. Sufficient ROUTE width on separate paths, sufficient sight distances and safe Design Speed 30 km/h 25 km/h crossing points where delay to bicyclists is minimized are essential. Average Waiting 15 s/km 20 s/km Time 3-2.02 Inventory Existing System Maximum 1.2 Detour Factor 1.3 Detour Factor Detour Distance Both the existing roadway system and any existing bicycle facilities should be evaluated. The condition, location, and use Accessibility: This is measured by the spacing between levels of existing bicycle facilities should be recorded to routes or the distance a bicycle facility is from a specific origin determine if they warrant incorporation or removal. If the or destination, and the ease by which this distance can be existing bicycle facilities are to be used as the nucleus of a new traveled by bicycle. Coherent arrangements that are clear enough or expanded network, the inventory should note improvements so that those with little traffic sense (e.g. children) can use them necessary to bring the entire new network up to uniform design properly are important. Understandable signing helps. More and operation standards. importantly, all origins and destinations (residential areas, schools, shopping centers, business centers, parks, etc.) should The inventory of the roadway system should extend to the be accessible by bicycle and on foot. local classification. A simple inventory could be based on a map of the Average Daily Traffic (ADT) counts, especially at peak travel times, on each road segment within a CRITERION MAIN ROUTE LOCAL community or region. A more detailed inventory could include ROUTE factors such as the number of traffic lanes, bus routes, the width of the outside lane, the actual average operating speed or the Spacing 1 km Average 200-500 m between Routes (Older Areas) posted speed limit, the pavement condition, accident data, rights- 400-800 m (in of-way widths, major barriers, other linear corridors, on-street city centers with 150-400 m vehicular parking, frequency of stop signs and signals, and sparse local (New Areas) certain geometric factors (e.g., the frequency of commercial routes) driveways, grades, and railroad crossings). 3-2.03 Identify Bicycle Travel Corridors Continuity: The proposed network should minimize missing links. If gaps exist, they should be signed well and not include Predicting bicycle travel corridors for a community is not traffic areas that are unsafe or unpleasant. the same as identifying the routes that bicyclists currently use. Instead, travel corridors can be thought of as "desire lines" connecting neighborhoods that generate bicycling trips with JUNE 17, 1996 BIKEWAYS MANUAL 3(3) other zones that attract a significant number of bicycling trips. disproportionately large share of bicycle trips. This is especially The actual travel patterns of bicyclists are influenced by their true for campuses and other areas where motor vehicle parking perception of the bicycling environment. Uncomfortable or is limited. threatening bicycling conditions will cause bicyclists to alter route choice from their most preferred alignment, choose a Parks, beaches, libraries, greenways, river and lakesides and different travel mode, or not make the trip at all. Thus, the task other recreational facilities attract a proportionately higher of the transportation planner is to ask, "Where are the bicyclists percentage of bicycle trips. now?" and "Where would they be if they could go where they preferred?" 3-2.04 Evaluate and Select Specific Route Alternatives

Most adults have a mental map of their community based on The corridor identification procedure identifies desire lines their experience as drivers. Thus, they tend to orient themselves for bicycle travel between various locations. The next step is to by the location of major streets and highways. People driving select specific routes within these corridors that can be designed bikes want to go to the same places they do in cars (within the or adapted to accommodate all bicyclists and provide access to constraints imposed by distance), and the existing system of and from these locations. The aim is to first identify the main streets and highways reflects the existing travel demands of the routes that best meet the performance criteria established in the community. first step of this planning process. Involve community residents to identify and select alternatives. Most peak morning trips are made between residential neighborhoods and child care and employment centers. In the Typically, this step and the selection of appropriate design evening peak, the opposite is true. In the evening or on treatments are an interactive process. The practicality of weekends, the pattern of trip generation is much more dispersed adapting a particular route to accommodate bicyclists may vary as people travel to shopping centers, parks, and the homes of widely depending upon the type of design treatment selected. friends or relatives. For example, a less direct route may become the best option if comparatively few, inexpensive, and easily implemented design Estimating these trip flows for an entire city can be a improvements are required. complex, time-consuming effort requiring significant amounts of data and computer models. Many metropolitan areas have this Steps 4 and 5 can be approached as an iterative loop in information available. Bicycle trip flows based on land use can which both route selection and design treatment are considered be estimated in the same way, recognizing the limits to bicycle together to achieve a network that is highly advantageous to the trips of length or time. Bicycle trip lengths of 3 km could be user, is affordable, has few negative impacts on neighbors and considered optimal with a maximum trip length of 8 km typical. non-users, and can be readily implemented. Longer trips should be facilitated by providing adequately marked interconnections between routes. In summary, the selection of a specific route alternative is a function of several factors, including: For those areas without modeling capability, estimating baseline bicycle trip flows between existing and future land uses C The degree to which a specific route meets the needs of (assuming that many existing impediments to bicycle use are the anticipated users as opposed to other route options. removed) can be based on the pattern of motor vehicle flows. C The degree to which the route alternatives meet the The simplest way is to multiply the Average Daily Traffic classification and performance criteria described in (ADT) of each segment of the road system by the bicycle mode Step 1. split (the percentage of all trips that are made by bicycle) for the community or region. The 1990 census provides bicycle mode C The possible cost and extent of construction required to splits for census tracts and entire communities. Mode split implement the proposed bicycle facility treatment. estimates of total trips by bicycle in American cities have ranged C The comparative ease of doing the proposed design between 3 and 11 percent. treatment. Other sources of information on bicycle desire lines include C The opportunity to implement the proposed design surveys of households to determine current routes used and treatment in conjunction with a planned roadway desired routes; bike shops and clubs can often provide practical construction or reconstruction project. information on bicycle route use and desires.

Although this use of existing traffic flows is a useful overall 3-2.05 Design Treatments predictor of bicyclists' desire lines, a few special situations may require adjustments to the corridor map: 3-2.05.01 Select Appropriate Facility Options

Schools, especially colleges and universities, military bases, The principal variables affecting the applicability of a facility and high-density residential areas can generate a option are: 3(4) BIKEWAYS MANUAL JUNE 17, 1996

The Design Bicyclist. The proposed route is intended against the flow of the adjacent vehicular lane should also have to serve as part of a network of routes for all bicyclists. Non- a separation or barrier. If two-way bicycle lanes are located network routes are projected to be used primarily by between parking and the curb, bicycle traffic in the bike lane Experienced Bicyclists. nearest the parked vehicles should travel against the direction of adjacent parked vehicles. Along main streets in downtown areas, The type of roadway project involved on the selected route. a route with a curb raised from the roadway is also possible. Is the roadway scheduled for construction or reconstruction, or Maintaining smooth transition between pavements is critical. will the incorporation of design improvements be retrofitted into existing geometrics or right-of-way widths? On a road with the 85th percentile speed > 50 km/h and motorized traffic volume > 10 000 ADT, use bicycle lanes with Traffic operation factors. Many of the traffic operations caution. It may be difficult for Average Bicyclists to leave the factors used for determining the most appropriate facility type bicycle lane because of the number of motor vehicles, especially are listed below. Application of the factors must be carefully as speeds become higher. studied, taking into account conditions such as: On a road with many side roads with volumes > 1500 ADT C Traffic volume or site accesses, paths lose some of their benefits: the comfort of uninterrupted is nullified through bicyclists having to be C 85th percentile motor vehicle operating speeds (not the alert at successive intersections. This does not apply as much posted speed) when crossing small residential streets with volumes < 500 ADT. Intermediate volumes, between 500 to 1500 ADT, are C Traffic mix more significant and require careful assessment of local C Presence and type of motor vehicle parking conditions to determine the appropriateness of paths. C Sight distance and design geometrics On one-way streets where bicycling is permitted in the opposite direction, contra-flow lanes or paths should be C Number and types of intersections, and entrances physically separated. C Turning movements The above criteria may imply either the construction of a C Frequency of stops required by signals and stop signs path or changing the composition of the traffic flow. Calming motor vehicle traffic speeds or volumes along with other options C Bus stops as discussed in Design Options to be Considered in Selecting the C Functional classification (Roadway and Bicycle Appropriate Treatment in Chapter 4 may be utilized. Network) 3-2.05.03 Factors Used to Determine Grade C Available space Separations (Tunnels and Bridges)

C One-way vs. two-way Traffic Flow Conditions to consider when determining the need for grade C Likelihood for Multiple Use of a Path separated crossings for bicycle facilities are much the same as for the previous section. The objectives of designing and C Bikeway Design Coherence and Continuity constructing grade separations are to avoid motor vehicle intersection conflicts or avoid excessive grades. In addition to C Local Maintenance and Climate Conditions the factors listed in Section 3-2.05.01 above, the designer should C Bicycle Parking Security and Numbers also consider the following:

Bicycle and pedestrian traffic along high-speed (>70 km/h) C Number of Lanes to be Crossed (cross-section) main roads and highways, especially in urbanized areas, is best separated from motor vehicle traffic. This can be done by a path C Design Bicyclist raised from the traveled way with a curb, or with a path C Approach Grade separated from the road by a barrier, dividing strip or separation C Destinations space. Bicycle traffic may also travel on a shoulder. However, C Design of Turning Movements the bicycle path should be one-way and shall travel in the same direction as adjacent vehicular traffic. C Primary Path Function C Approaching Path Design Two-way paths located immediately adjacent to roadway C Impact of bicycle traffic on vehicular traffic traveled ways or shoulders should have some kind of separation or barrier. Two-way bike lanes with bicycle traffic traveling See Table 5-14.0A, Choice of Intersection Type, Section 5-14.02. JUNE 17, 1996 BIKEWAYS MANUAL 3(5)

3-2.06 Evaluate the Finished Network Plan Using the Established Performance Criteria

Will the proposed network meet the criteria established at the start of the planning process? If it does not meet most of these criteria, or inadequately meets a few critical goals, either the proposal will require further work, or the performance criteria must be modified. In the latter case, the planning process as a whole should be reviewed to determine if previously discarded routes should be reconsidered. They may now be more preferred options in light of the newly modified criteria.

This reality check is important. Many well considered proposals flounder when it is determined that the finished product no longer meets its established objectives.

3-2.07 Bicycle Parking and Security

Providing secure bicycle parking facilities is essential to promote bicycling. People are discouraged from bicycling unless adequate parking is available. Bicycle parking facilities should be provided at both the trip origin and trip destination and should offer protection from theft and damage. See Chapter 8. 3(6) BIKEWAYS MANUAL JUNE 17, 1996 JUNE 17, 1996 BIKEWAYS MANUAL 4(1)

Chapter Four ON-ROAD DESIGNS

4-1.0 General significant factor in route choice. Some information indicates that when average daily traffic flows exceed 10 000 or average Bicycle travel shall normally be in the same direction as motor vehicle speeds exceed 50 km/h, 1.8 m bicycle lanes may adjacent motor vehicle traffic to comply with the Uniform attract Average Bicyclists better than wide outside lanes. Vehicle Code. This section provides guidelines to select However, caution should be used when considering bicycle roadway design options to accommodate bicycles. Specific lanes for Average Bicyclists in these traffic conditions. dimensions are suggested for the width of the recommended facility type. The joint between the gutter and roadway surface Important factors in the use of bicycle lanes include on- can be hazardous to a cyclist. Consider this when designing street parking and the number and complexity of intersections. facilities that include curb and gutter. These guidelines reflect Parking movements and car door openings have the potential to the current state of the practice in the design of bicycle-friendly cause crashes, so design bicycle lanes to minimize these roadways. Users of this manual are encouraged to treat these as conflicts. On streets with parking lanes, bicycle lanes should be "guidelines" rather than absolute standards. at least 1.5 m wide and placed between the motor vehicle lane and the parking lane. Mark both sides of the bicycle lane. Bicycle lanes are not recommended with angled parking. See Figure 4-2.0A.

4-2.0 Types of Facilities Bicycle lanes can complicate turning movements at intersections. They can encourage bicyclists to keep right and motorists to keep left, regardless of their intentions. Bicyclists weaving left from a bicycle lane and motorists weaving right are Six types of on-road facilities are used to accommodate both maneuvering contrary to the usual rules of the road. bicycle traffic: 1. Bicycle Lanes, 2. Combination Bus/Bicycle Pavement markings may address this by various striping Lanes, 3. Shared Lanes, 4. Wide Curb or Wide Outside Lanes, methods. 5. Shoulders, 6. Traffic Calmed-Roadways

4-2.0 Bicycle Lanes 4-2.02 Bicycles, Buses and Combination Bus/Bike Lanes Bicycle lanes are usually one-way facilities carrying bicycle traffic in the same direction as adjacent motor vehicle traffic, Bus/bike lanes are usually designed and designated for the and are not located between parking spaces and the curb. exclusive use of buses, bicycles and right-turning vehicles. Minimum width for a one-way bicycle lane is 1.2 m. Where curb Because bicycles generally travel at slow speeds and buses make and gutter is present the minimum width should be 1.5 m; a frequent stops, these lanes can often function without impeding minimum of 1.2 m should lay to the left of the gutter pan seam. traffic flow. Generally, the bicyclist will overtake a stopped bus on the left, as passing on the right invites conflict with entering Two-way bicycle lanes located on one side of a roadway and exiting bus passengers. Depending on traffic conditions, tend to promote bicycle travel against the flow of motor vehicle bus/bike lanes are sometimes closed to other traffic during peak traffic. Two-way bicycle lanes should only be used for short hours and opened in those hours when fewer bicyclists and connections between paths or main routes under the following buses are present. Right-turning vehicles are often only allowed conditions: 1. on one-way roads where the bike lane nearest in the lane when within 25 m of an intersection. motor vehicles the same direction as motor vehicle traffic, 2. intersecting roads are one-way, 3. minimal cross traffic The mixing of bicycle and bus traffic in a bus/bike lane may and intersections are controlled, 4. no parking is allowed along be particularly acceptable if bus speeds are low, preferably less the bike lane and there is adequate intersection sight distance, 5. than 30 km/h. no turns on red allowed. Two-way bicycle traffic may be acceptable on bus routes Research indicates that bicycle lanes have a strong with two-way traffic if bus speeds and volumes are low. If channelizing effect on motor vehicles and bicycles. Bicycle lane speeds and volumes do not meet the above conditions, bike lanes stripes can increase bicyclists' confidence that motorists will not or paths should be used for bicycle traffic. stray into their path of travel if they remain in the bicycle lane. Especially for Average Bicyclists, bicycle lanes offer a A one-way is generally too narrow to allow two- designated and visible space for bicyclists and can be a way bicycle traffic. Bicycle lanes or paths should be added next 4(2) BIKEWAYS MANUAL JUNE 17, 1996

Typical Roadways with Bike Lanes

Figure 4-2.0A

to a one-way bus lane to allow for two-way bicycle traffic. If bus 4-2.03 Shared Lanes speeds and volumes are low, one direction of bicycle traffic may be accommodated in the bus lane and the other direction of Shared lanes are streets and highways with no special bicycle traffic in a bike lane. provision for bicyclists. Shared lanes often feature 3.6 m lane widths or less with no shoulders, allowing cars to pass bicyclists If the bus/bike lane begins immediately after an intersection, only by crossing the center line or moving into another traffic pavement approach markings should be positioned before the lane. In residential areas with low motor vehicle traffic volumes intersection and measures taken to prevent motorists from and average speeds of less than 40 km/h, they are normally entering the lane. adequate for bicyclists to use. With higher speeds and traffic volumes, shared lanes become less attractive to Average With speed limits of 50 km/h or greater mixing of bicycle Bicyclists. and bus traffic in bike/bus lanes is not desirable. Separation of traffic using bike lanes or paths is desirable. Bike paths should Shared lanes are not typically signed for bicyclists. be constructed along fast, direct bus lanes. Paths are also Exceptions include when specific destinations or potential desirable along busy routes. alternate routes for bicyclists need to be shown or when a gap exists between facilities such as between two paths, and Bike lanes should be striped so that bicycle traffic is routed bicyclists require signing to lead them to the next facility. See on the left side of stopped buses. On one-way streets a bicycle Figure 4-2.0B. lane may be located on the left side of the street to reduce conflicts with buses.

Typical Roadways with Shared Lanes

Figure 4-2.0B JUNE 17, 1996 BIKEWAYS MANUAL 4(3)

4-2.04 Wide Curb or Wide Outside Lanes Bike lanes are usually preferred to shoulders by Average Bicyclists; wide curb lanes are usually preferred by Wide curb lanes, or wide outside lanes, are the rightmost, Experienced Bicyclists. One exception is high-speed urban through traffic lanes that are substantially wider than 3.6 m. arterials more than 80 km/h where 1.8 m shoulders will serve Wide curb or outside lanes are favored by Experienced Experienced Bicyclists better than wide curb lanes. Bike Bicyclists who are not easily intimidated by high traffic lanes, if used along these routes, should also be 1.8 m wide. volumes and speeds. However, for Average Riders, wide curb In rural areas, paved shoulders may accommodate both types or outside lanes generally do not provide the same degree of of bicyclists. See Figure 4-2.0D. comfort and safety and will do little to encourage them to bicycle. Wide curb lanes minimize both the real and perceived Avoid surface irregularities, such as rumble strips, operating conflicts between bicycles and motor vehicles. They textured paving, and raised lane markers and reflectors on can also increase the roadway capacity by the number of routes intended for bicyclists. Shoulder rumble strips are bicyclists capable of being accommodated. typically located from 0.15 to 0.3 m from the road edge and typically 0.6 m wide. Where shoulder rumble strips are Most practitioners agree that 4.2 m, usually measured necessary, pave shoulders wide enough (2.4 m min.) to leave from the lane stripe to the edge of the gutter pan, rather than at least 1.5 m of the smooth shoulder surface for bicyclists. the curb face, is the minimum space necessary to allow a bicyclist and motorist to share the same space without coming into conflict, changing lanes, or potentially reducing the motor vehicle capacity of the lane. Where traffic speeds exceed 60 4-2.06 Traffic-Calmed Roadways km/h, and when annual average daily traffic exceeds 10,000, Traffic-calmed roadways (typically urban local or 4.5 m widths are desirable. 4.8 m widths may be used, but use collectors) are often used as routes in bicycle and pedestrian 4.8 m widths with caution because motorists may use this networks. Widespread neighborhood traffic calming aims to space as two lanes. Where pavement widths are > 3.6 m, stripe reduce the dominance and speed of motor vehicles. Measures 3.6 m lane widths for motor vehicle traffic. See Figure employed to achieve this include physical changes in road 4-2.0C. alignment and grade and changes in priority. Low speed zones may be introduced along with a package of these physical changes. 4-2.05 Shoulders In areas of traffic calming it is rare to see special facilities Shoulders 1.2 m wide are considered the minimum width for bicyclists because many of the benefits of traffic calming-- to accommodate bicycle traffic. Experienced (and even some slower vehicle speeds, better driver discipline, less traffic, and Average Bicyclists) will benefit from shoulder widths as environmental improvements--directly benefit bicyclists, narrow as 0.3 to 0.6 m, but these facilities should not be especially Average Bicyclists. Benefits attributed to traffic signed for bicyclists. As traffic speeds increase, traffic mix calming include an average one-third reduction in road includes heavier vehicles and trucks, and traffic volumes rise, accidents, a greater feeling of security among vulnerable road shoulder width > 1.2 m is desirable (see Table 4-6.0B). Give users and environmental improvements through landscaping additional attention to accommodate bicycle traffic on and a reduction in the presence of motor vehicles. controlled-access and freeway shoulders where such use provides the only crossing of a river, lake, freeway or other barrier.

Typical Roadways with Wide Curb Lanes

Figure 4-2.0C 4(4) BIKEWAYS MANUAL JUNE 17, 1996

Typical Roadways with Shoulders

Figure 4-2.0D

4-3.0 Designating Bicycle Facilities 4-4.01 What Types of Bicyclists is the Route Most Likely to Serve? An important consideration regarding the six types of facilities designs is whether or not they should be designated by These guidelines take their lead from the AASHTO Guide pavement markings and/or signs as bicycle facilities. As to the Development of Bicycle Facilities 1991, which states: discussed in Chapter 1, Average Bicyclists often prefer designated facilities for bicycle use. Therefore, when facilities "To varying extents, bicycles will be ridden on all highways are provided to serve Average Bicyclists, some designation where they are permitted. All new highways, except those where should be considered. When design options are provided bicyclists will be legally prohibited, should be designed and primarily to serve Experienced Bicyclists, designation is often constructed under the assumption that they will be used as a optional. In some cases, it may be more desirable not to bicycle street." designate the facility for bicycle use. Because use by Average Bicyclists is likely and is Another consideration involves minor or marginal roadway encouraged, the tables recommending design treatments for improvements for bicyclists, such as striping a narrow (less than Average Bicyclists should be used. The Average Bicyclists 1.2 m) shoulder. This can significantly improve riding design treatments will also accommodate Experienced conditions for Experienced Bicyclists and should be considered Bicyclists. Where a planning process has determined a given if no better treatment is possible. However, if this width is less route, the best choice to form part of a bikeway network the than the minimum called for in virtually all design recommended design treatment appropriate to Average specifications, the roadway should not be designated as a bicycle Bicyclists should be implemented. Non-bikeway network streets facility. Where a facility is intended to be designated as a and highways open to bicycle use desirably incorporate the "bicycle facility" it is essential the design conform to these design treatments recommended for Experienced Bicyclists and guidelines or the AASHTO Guide to the Development of may incorporate those for Average Bicyclists. Bicycle Facilities 1991 guidelines.

4-4.0 Preparing to Select a Design Option 4-4.02 New Construction, Reconstruction and Retrofitting

To determine the appropriate roadway design option to The recommended design treatments in Tables 4-6.0A & B accommodate bicyclists, several factors associated with the are most easily implemented when new construction or specific route or project must be assessed: reconstruction is planned. It is a relatively straightforward C What kinds of bicyclists is the route intended to serve? process to adapt the specified design treatment for bicycles at the project planning stage. C What type of roadway project is involved (new construction, reconstruction, or retrofit)? When implementation involves retrofitting an existing roadway to accommodate bicycle use, the project can be more C What are the current and anticipated traffic operations and complex. Existing streets built with curb and gutter section design characteristics of the route that will affect the choice design will often be viewed as having a fixed width and of a bicycle design treatment? improvements will likely be limited to "moving paint," that is, restriping the existing lanes. JUNE 17, 1996 BIKEWAYS MANUAL 4(5)

When working with existing streets and highways, planners some locations it may actually decrease safety. Careful should investigate making at least minor or marginal study is needed before making changes regarding improvements. However, where the need is to serve Average parking. This may include counting the number of Bicyclists, it is essential to commit the resources necessary to businesses/residences, the availability of both on- and provide facilities that meet the recommended design treatments. off-street parking and counting the average use of this Only then can routes and facilities be designated for bicyclists parking. and provide the desired access to the community. Assessing traffic operational and other factors may result in proposing parking alternatives such as:

C Rearranging, reducing or eliminating parking on one or both sides of the street. 4-4.03 Design Options to be Considered in Selecting the Appropriate Treatment C Allowing parking for church or school activities on adjacent lots during services or Safely accommodating bicyclists on urban roadways may special events. require efficient use of space within existing rights-of-way. There are a number of ways to more efficiently use right-of-way C Sharing use by businesses and residences. space in order to safely accommodate bicyclists (and C Construction of special parking spaces or pedestrians). The best options depend on the operating bays for residences or businesses with no characteristics of the road space, the context of the urban area, other options. and the most appropriate bikeway treatment. These options also apply when considering the inclusion of a separate path in an Removal of all on-street parking is often not urban area. acceptable. Other options may be pursued including: A. Parking can be narrowed to a minimum 2.10 Options for efficiently accommodating bikeway treatments m, particularly in areas with low truck parking may include the following: changing travel lane widths, volumes. changing the number of travel lanes, removing obstructions, changing parking amounts or arrangements and traffic calming. B. Remove parking on one side only. In some It is important to use good judgment in applying these design cases parking may be needed on one side only options which are within Mn/DOT standards. to accommodate businesses and residences.

1. Changing travel lane widths. In speed zones of 40 C. Change from diagonal to parallel parking. km/h, travel lane widths of 3 - 3.2 m may be Diagonal parking takes up a great amount of acceptable. In zones of 50-60 km/h, 3.3 m travel lanes street width and can often be hazardous. and 3.6 m center turn lanes may be acceptable. In zones Changing to parallel parking often reduces of 70 km/h or greater, 3.6 m outside travel lanes and street width availability by less than one-half; 4.2 m center turn lanes are desirable. however, on one-way streets, changing to parallel parking on one side increases 2. Changing the number of travel lanes. Many one-way availability by one-fourth. couplets were originally two-way streets. Study can determine if this has resulted in an excessive number of D. Prohibit parking by employees. This can also travel lanes in one direction. On two-way streets with help increase the number of available spaces four travel lanes and a significant number of left-turn for customers, even if the total number of movements, restriping for a center turn lane, two travel spaces is reduced. lanes and two bike or wide curb lanes may actually improve traffic flow. 5. Traffic calming the street and considering above 3. Removing obstructions. Paved or landscaped traffic alternatives. On streets with restricted space and islands often reduce available roadway space. If not appropriate traffic operation factors, traffic calming needed for access control, traffic calming, or as techniques by themselves or combined with other refuges, eliminating, narrowing or replacing raised alternatives may be the most effective option to safely islands with pavement markings may add increased accommodate bicyclists and pedestrians. It also has the useable width. Relocating utility poles and light benefit of increasing overall traffic safety and standards, parking meters, signs, guardrails and other improving the quality of the street environment. obstructions away from the edge of the roadway may also increase useable width.

4. Changing parking amounts or arrangements. Removing parking does not always improve safety; in 4(6) BIKEWAYS MANUAL JUNE 17, 1996

4-5.0 Traffic Operations and Design Factors Used In The most effective response to the problem is to correct it. Determining the Appropriate Design Treatment Providing for bicycle operation to the right of the designated motor vehicle lane (i.e., on a bike lane or Six factors are most often cited by transportation planners shoulder) or, at speeds greater than 50 km/h, by adding and engineers; five are used to define the recommendations extra delineated width to a wide outside lane, are viable contained in Tables 4-6.0A and Table 4-6.0B.. approaches. The tables take these and other approaches into account. Each of these factors is discussed below along with the ranges of values used to differentiate levels of needs. The tables Number of intersections. Intersections and commercial should be used as a "guide" and adjustments be considered to entrances pose special challenges to bicycle and motor reflect, for instance, different values for the ranges for average vehicle operators, especially when bicycle lanes or paths are daily traffic volume (ADT). introduced. The greater the number of intersections and commercial entrances per kilometer, the greater the The six major factors are as follows: potential number of encounters and conflicts. Traffic volume. Higher motor vehicle traffic volumes While not included as a selection factor in the tables, the represent greater potential risk for bicyclists and the more number and/or frequency of intersections should be frequent overtaking situations are less comfortable for considered when assessing the use of bike lanes. There is Average Bicyclists unless special design treatments are some evidence to suggest that the disruption in traffic provided. operations associated with bike lanes is temporary. Over 85th Percentile motor vehicle operating speed. Operating time, both bicyclists and motorists adapt to the new traffic speed is more important than the posted speed limit and patterns, learning to look for each other and make merges better reflects local conditions. Motor vehicle speed has a prior to intersections and commercial entrances. negative impact on risk and comfort unless mitigated by design treatments. 4-6.0 Using the Tables to Determine the Recommended Traffic mix. The regular presence of trucks, buses, and/or Option recreation vehicles (i.e., at approximately 40 km/h or more) may increase risk and have a negative impact on comfort Recommended roadway design options and widths to for bicyclists. At high speeds, the wind blast from such accommodate Average Bicyclists are presented in Tables 4- vehicles may create a serious risk of falls. Even at lower 6.0A and Table 4-6.0B. There are separate tables for the two operating speeds, shared lane use is less compatible. All basic types of roadway sections: urban (with curb and gutter) types of bicyclists prefer extra roadway width or separate and rural (without curb and gutter). Separate tables are provided facilities to accommodate greater separation from such for roadways with urban sections with on-street parking and vehicles. Many bicyclists will choose a different route or without on-street parking. not ride at all where there is a regular presence of such traffic unless they are able to remove themselves several meters from motor vehicles. The recommendations contained in the tables suggest different design options and [Note: Controlled access freeways are considered a special widths that take into account the presence and volume of case and are not addressed by the tables. Currently (1995) trucks, buses and/or recreational vehicles. Minnesota does not allow bicyclists to operate on the shoulder of controlled-access freeways. Controlled-access freeway right- On-street parking. The presence of on-street parking of-way also have been used for separate paths.] increases the width needed in the adjacent travel lane or bike lane to accommodate bicycles. This is primarily a The tables indicate the recommended design option given concern associated with streets and highways built with various sets of traffic operations and design factors. The using urban design. It is addressed in the recommendations recommended dimensions should be considered as "desirable by including a note for urban sections with on-street widths." Any option specifically designated for bicycle use parking. should desirably meet the design guidelines presented here or at a minimum the guidelines in the AASHTO Guide for the Sight distance. "Inadequate sight distance" relates to Development of Bicycle Facilities 1991. situations where bicycles are being overtaken by motor vehicles and/or where the sight distance is likely less than that needed for a motor vehicle operator to either change 4-7.0 Traffic-calmed Roadways lane positions or slow to the bicyclist's speed. This problem is associated with rural highways, and urban streets having Traffic calming employs a variety of techniques to reduce sight distance problems due to poor design and/or visual the dominance and speed of motor vehicles. In addition to obstructions. making traffic- calmed roads safer, slower vehicle speeds may JUNE 17, 1996 BIKEWAYS MANUAL 4(7) create better driver discipline and reduce fuel consumption, Care should be taken to ensure bicyclist and motorist safety vehicle emissions, and noise levels. when considering types of traffic calming. Bicyclists are susceptible to changes in surface height and texture or Traffic calming is typically used on residential streets but unexpected road narrowing. A design balance should be may apply to other roads based on the functional classification maintained whereby bicyclists traveling through traffic-calmed and use. Techniques applicable to main urban thoroughfares areas are able to maintain their momentum while not generally differ from those employed in minor residential endangering other users, and at the same time, not be streets. A greater variety of features have been developed for encumbered by speed-reducing measures which may discourage minor roads where stricter speed controls and reduced capacity the use of those areas. won't create undue delay.

Table 4-6.0A

Roadway Design Options for Average Bicyclist, Urban Sections*

Motor Vehicle AADT/lane less than 250 - 500 500-1000 1000 - 2500 2500 - 5000 5000 and 250 above Motor Vehicle AADT less than 500 - 1000 1000 - 2000 2000 - 5000 5000 - 10000 10000 and (2 lane) 500 above Motor Vehicle AADT N/A N/A 2000 - 4000 4000 - 10000 10000 - 20000 20000 and (4 lane) above Peak Hour Volume/lane less than 22 22 - 44 44 - 88 88 - 220 220 - 440 440 and above Avg. Peak Hour / lane (sec) more than 164 164 - 82 82 - 44 44 - 16 16 - 8 less than 8 Average 0 - 30 km/h sl sl sl sl sl N/A Motor Vehicle (0 - 19 mph) Operating 30 - 50 km/h sl wc = 4.2 m wc = 4.2 m wc = 4.2 m bl = 1.5 m bl = 1.5 m Speed (20 - 31 mph) 50 - 70 km/h wc = 4.2 m bl = 1.5 m bl = 1.5 m bl = 1.5 m bl = 1.8 m bl = 1.8 m (32 - 43 mph) Over 70 km/h bl = 1.5 m bl = 1.5 m bl = 1.5 m bl = 1.8 m bl = 1.8 m bl = 1.8 m or bp (over 43 mph) KEY: 0.305 m = 1 ft. sl = shared lane, wc = wide curb lane width, bl = bike lane width, bp = off road bike path

* When parking exists, bike lanes should be placed no closer than 3.0 m from the curb face such that a clear zone of approximately 1.0 m should exist between bike lane and parked vehicle. Bike lanes are not applicable on roads with parking and speed exceeding 80 km/h.

Table 4-6.0B

Roadway Design Options for Average Bicyclist, Rural Sections

Motor Vehicle AADT/lane Less than 1000* 1000 - 2500 2500 - 5000 5000 and above Average Motor 0 - 50 km/h sh = 1.2 m sh = 1.2 m sh = 1.2 m sh = 1.2 m Vehicle Operating (0 - 30 mph) Speed 50 - 60 km/h sh = 1.2 m sh = 1.8 m sh = 1.8 m sh = 1.8 m (30 - 36 mph) 60 - 70 km/h sh = 1.8 m sh = 1.8 m sh = 1.8 m sh = 1.8 m (36 - 43 mph) over 70 km/h sh = 1.8 m sh = 1.8 m sh = 2.4 m sh = 2.4 m (over 43 mph) KEY: sh = shoulder width

* When AADT is less than 500, shoulders are not a necessity unless the roadway is heavily used by trucks or heavy commercial vehicles. 4(8) BIKEWAYS MANUAL JUNE 17, 1996

General Design Guidelines being overtaken by a motor vehicle on the passage through a chicane. Also, reckless drivers sometimes view chicanes as an 1) Provide bicyclists with alternative bypasses obstacle course. When chicanes located on two-way streets (minimum width 0.7 m, 1.0 m desirable) around are combined with angled parking, maneuvering motorists physical obstacles such as chicanes or ramps. pose a threat to bicyclists. One-way streets are safer because 2) Where roads are narrowed as a speed control motorists can see pedestrians emerging from between parked measure, consideration should be given to how cars. In order for chicanes to both quiet traffic and still be safe bicyclists and motorists can share the remaining for bicycling, bicyclists should be able to bypass them. This space. is facilitated by pavement markings and appropriate signing.

3) Surface materials should have good skid resistance. Textured areas should not be so rough as to create 4-7.03 Pinch Points instability for bicyclists. Pinch points are used to narrow two-lane roads to a single 4) Smooth transition on entry and exit slopes on raised lane over a short distance and can be found in conjunction surfaces, with clear indication and transition with a raised . When used in conjunction gradients of no more than 1:6. with a raised pedestrian crossing, pinch points have been 5) Design should take into consideration any overall found to successfully reduce traffic speeds and through gradients, noting that bicyclists are likely to movements. However, when used alone, bicyclists have felt approach them at different speeds uphill and squeezed as they are overtaken at the pinch point. Average downhill. Bicyclists may lack the confidence to position themselves in the middle of the road to prevent this. Where it is expected 6) Appropriate signing can be combined with public that motorists should be able to pass bicyclists, the minimum awareness campaigns to remind drivers about traffic desirable width is 4.2 m. Where bicycle flows are high, a calmed areas. separate right of way should be placed in the form of a not- quite-central refuge. Signing and a textured surface may be used to emphasize pedestrian crossing movement. The surface helps to impress upon motorists that lower speeds are intended. 4-7.01 Speed Humps

Speed humps are probably the most widely used measure in traffic calming. They are generally raised to about the same 4-7.04 Curb Extensions height as adjacent curbs and can be round or flat-topped. They Curb extensions involve the widening of the sidewalk on extend from curb to curb or may be cut back at the curb with one or both sides of the road. They serve to reduce crossing tapered ends to facilitate drainage and to allow bicyclists to distances for pedestrians. When placed near an intersection, bypass them. The most effective height from a traffic control they tend to tighten turning radii and lessen vehicle speeds standpoint is between 50-100 mm. There is a danger that while preventing vehicles from parking too close to the hump gradients that are too steep will discourage bicyclists, intersection. They have a particular value in sheltering parked who may choose main roads or pedestrian sidewalks. Speed vehicles and ensuring that a pedestrian's view of approaching humps located too near an intersection may be dangerous to motor vehicles and bicyclists is not obstructed. bicyclists because they may not be in an upright position when encountering the hump. Bicyclist bypasses of speed humps may also be created at pedestrian crossings by inserting medians to separate motor vehicle and bicycle traffic. 4-7.05 Mini Round-a-bouts Mini-, when signed and clearly visible, may be effectively used to slow vehicle speeds. Their design should ensure that bicyclists are not squeezed by other vehicles negotiating the feature, yet adequate deflection 4-7.02 Chicanes should be incorporated on each approach to enforce Chicanes are created by the placement of physical appropriate entry speeds for vehicles. obstacles or parking bays staggered on opposite sides of the road, making for a more "tortuous route." By narrowing the road, sight lines are reduced. This has generally proven 4-7.06 Surface Alterations successful in encouraging lower speeds and deterring through traffic. However, bicyclists sometimes feel squeezed when Surface alterations at junctions involving raised textured materials tend to give the impression of a calmed JUNE 17, 1996 BIKEWAYS MANUAL 4(9) area. This encourages drivers to be more careful when 4-8.0 Bypass Lanes entering or leaving the side road. The effect is enhanced with the addition of tight curb radii. Bicyclists however, may find A bypass lane is an expanded area of roadway shoulder this feature to be uncomfortable or hazardous. Ramps should which allows for vehicles to bypass other vehicles attempting smooth the transition where entry treatment results in surface left turns. They are typically found at intersections on rural height differentials. Materials employed should have a good two-lane roads. Cars overtaking left turning vehicles move to skid resistance. their right, traveling on the bypass lane typically used by bicycles. Additional 1.2 m of paved shoulder may be added to the bypass lane.

4-7.07 Environmental Road Closures The bypass lane should be clearly striped to ensure that the motorist doesn't drift into the bicyclist's path. Additional Environmental road closures generally occur in shoulder width is desirable if the percentage of trucks, buses residential areas and serve to remove through traffic or and recreational vehicles is high. undesirable maneuvers. Bicycle exemption should be provided as such closures tend to force bicyclists onto busier routes. Bicycle gaps should be designed to minimize the risk of obstruction by parked vehicles. Painting a bicycle symbol on the road in front of the bicycle gap has proved effective. 4-9.0 Climbing Lanes may be placed to reduce the incidence of obstruction. Care must be taken to ensure that these are visible at night. A is an additional uphill lane which allows Signing may acknowledge the continued existence of the route for vehicles to overtake those vehicles which are unable to as a through route for bicyclists. maintain satisfactory speeds. They are typically found where long roadway grades occur, causing slow moving vehicles to move to the right lane. A minimum 1.2 m paved shoulder may 4-7.08 Plugged, or No-entry Calming be added next to the climbing lane for bicycle traffic.

Plugged, or no-entry calming, involves barring access to Climbing lanes should be indicated to motorists and motor vehicles on one end of a road while maintaining a two- bicyclists by appropriate signage. The shoulder edge as well way flow available to bicyclists and pedestrians. This as the climbing lane must be clearly marked to insure that the technique successfully reduces vehicle through traffic while motorist doesn't move into the bicyclist's path. avoiding the possible increase in traffic speed that a continuous one-way street can create. This technique is often used in new housing developments incorporating courtyards or cul-de-sacs to remove through traffic. Signing may be necessary to indicate a continued through route for bicyclists. 4-10.0 Rumble Strips Rumble strips are bands of raised material or indentations formed or grooved in the traveled way or along the shoulder. 4-7.09 Rumble Strips (traffic calming) They are intended to call the motorist's attention to standard warning or regulatory devices or otherwise alert inattentive Rumble strips (traveled way rumble strips are described drivers by transmitting sound and vibration through the in Section 4-10.0) cause noise which may alert motor vehicle vehicle. There are two basic types-- traveled way rumble drivers to traffic controls, etc. They have varied practical strips located in the road way and shoulder rumble strips. effect on motor vehicle speeds. Rumble strips can be uncomfortable and sometimes dangerous for bicyclists. If the The safety of the bicyclist should be considered before use of rumble strips is necessary, provide a bypass or any work starts. Provisions should be made for bicyclists to sufficiently smooth surfaces for bicyclists. safely traverse through or around rumble strips. Potential for mishap arises when the bicyclist contacts rumble strips or attempts to avoid them by weaving. Care must be taken to 4-7.10 Traverse Bands ensure a stable riding surface. Concave rumble strips tend to Transverse bands are painted yellow lines placed at fill with sand. Also, sand and debris tend to gather along the decreasing intervals. They give drivers the impression that outside shoulder edge. These two factors work from both they are traveling with increasing speed so that they react by sides of the shoulder, narrowing the available bicycling space. slowing down. They have proved effective at reducing speeds Full-width shoulder rumble strips should not be used on the approach to a hazard (usually a junction) and have a where bicyclists are permitted. The minimum shoulder width negligible effect on bicyclists. Care should be taken to ensure for shoulders with rumble strips should be 2.4 m. Shoulder that markings do not build up successive paint layers causing rumble strips are located from 0.15 to 0.3 m from the road a hazard for bicyclists. 4(10) BIKEWAYS MANUAL JUNE 17, 1996 edge and typically 0.6 m wide. This will leave approximately designed for bicycles, 25 mm by 6 mm steel cross straps 1.5 m of available shoulder for the bicyclist. should be welded to the grates at a spacing of 150 mm to 200 mm on center to reduce the size of the opening. This should be considered a temporary correction; snow plows tend to scrape off such straps.

4-11.0 Drainage and Drainage Grates 4-12.0 Lighting

For bicycle travel, existing roadway drainage is normally On shared roadways and those with bicycle lanes, the adequate. However, on curb and gutter sections, a check of area normally reserved for bicyclists may be illuminated in ponding depths should be made where a problem is identified accordance with recommended design values in the AASHTO and corrective action taken if depths are significant. This may Guide "An International Guide for Roadway Lighting" and entail improved drainage grates or wider lanes. Also, ANSI/IES recommended practices. The lighting system as a pavement overlays should taper into drainage outlets and whole should provide adequate illumination along the entire manhole covers so they do not cause an abrupt edge. See length and width of the bikeway, without variations in Figure 4-11.0A for a recommended cross section. Inlets and luminous intensity to which bicyclists and motor vehicle manholes should be raised after a pavement overlay if too drivers might experience difficulty adjusting. much of a dip is created. All preliminary roadway lighting designs should be When a new roadway is designed, all such grates and checked for conformance with illuminance requirements covers should be kept out of the bicyclists' expected path. prescribed for walkways adjacent to roadways and bicycle Curb inlets are preferable to surface type inlets. lanes. (see lighting section in Chapter 5: Paths)

Drainage inlet grates on roadways shall have openings narrow enough and short enough to assure bicycle tires will 4-13.0 On-Road Intersections not drop into the grates regardless of the direction of bicycle travel. Parallel bar grates should be replaced with bicycle safe In urban areas, more than three-fourths of all car/bike and hydraulically efficient grates. Pavement marking to collisions occur at intersections, many of which are due to identify and warn about unsafe grates may be acceptable in bicyclist error. The cause of these accidents are numerous; no some situations. However, a parallel bar grate should be single measure will provide a primary solution to the replaced or physically corrected as soon as practicable after intersection problem. Almost one-fifth of all car/bike identification. "Vane" type grates are preferable surface type collisions are caused when a bicyclist runs a stop sign or red grates. See Mn/DOT Standard Plates 4151 and 4152 for light. In addition, motor vehicle drivers in both left and right acceptable designs of grates. Where it is not immediately turning situations have a tendency to overlook bicyclists feasible to replace existing grates with standard grates riding against the normal flow of traffic.

Cross section of Installation

Figure 4-11.0A JUNE 17, 1996 BIKEWAYS MANUAL 4(11)

Safety at intersections depends on the functions of the Right turns on green by motorists may be hazardous roads and bikeways, motor vehicle and bicycle traffic volumes because the driver and the through bicyclist may and speeds, the crossing distances, number and types of both perceive themselves to have clear right of way. turning movements and the amount of space available at the Every effort should be made to encourage the right- crossing. Each intersection must be studied individually. turning motorist to slow down, and observe bicycle traffic, before reaching the intersection and turning Factors to be taken into consideration to achieve safe, right. The weaving of motor vehicles and bicycles is workable intersection design include: not desirable if the intersection approach or exit is on SAFETY: a curve.

C Bicycles and motor vehicles must be able to easily Where right turn on red is permitted, motorists tend see each other to focus their attention on cross traffic approaching from the left, and in doing so may infringe on C Intersection design should be simple, avoid the need through bicyclist storage area. for complex maneuvers Some bicyclists use right-turn only lanes when C Motor traffic speed should be low where bicycles traveling straight through an intersection. This cross at grade causes difficulties because motorists expect the bicyclist to turn right. At right-turn only lanes, C There must be sufficient maneuvering or waiting bicyclists should be encouraged to merge to the left space side of the lane to complete the weave maneuver. MINIMIZE BICYCLE DELAY: However, this is often difficult for Average Bicyclists to do. In lanes that allow both through and C Minimize waiting times right-turn movements it may be is difficult for both the motorist and bicyclist to recognize the other's C Maximize the possibility to cross without delay intent. At locations with identified accidents, bicycle C Provide main bicycle route crossings priority over lanes or designated bicycle route signage and local roads and streets pavement markings clarifying who is responsible for yielding or other actions are recommended. Parking CONVENIENCE: may be prohibited for a minimum of 30 m or more from the intersection, depending on the design speed C Bicyclists should have comfortable routes across the of the turn. intersection 2. The Left-Turning Motorist and the Bicyclist C Curb cuts and transitions should be flush with the Proceeding Straight Ahead road, the full width of the facility Conflicts with left-turning motorists account for C There should be no detours for bicyclists across almost one-quarter of all urban motor vehicle/bike intersections collisions. This type of collision occurs because the C Give special attention for turning bicycles (primarily left-turning motorist either does not see the left-turning bicycles) approaching bicyclist or underestimates their speed. The motorist's field of view is limited to oncoming Two design characteristics are important for safe weaving vehicles, so a bicycle traveling in the roadway will of bicycle and motorized traffic. First, the speed difference usually fall within view. However, if the motorist is between bicycles and motorists in the weaving or merge area trying to clear the intersection in the face of is desirably no greater than about 10 km/h. Second, the oncoming traffic, a bicycle may not be seen in time number of traffic lanes for a left- turning bicyclist to weave to yield. One way to eliminate this type of "panic" across should be kept to a minimum; they should not have to turn is to install a protected left turn phase. cross more than one lane. 3. The Left-Turning Bicyclist and the Motorist Proceeding Straight Ahead

When making a left turn, the difference between an Average Bicyclist and the Experienced Bicyclist 1. The Right-Turning Motorist and the Bicyclist shows up most. The weaving movements necessary Proceeding Straight Ahead to cross to the center lane or left-turn lane are Conflicts with right-turning cars account for about difficult for Average Bicyclists and often one in ten of all urban car/bike collisions. unanticipated by motorists. Weaving is not desirable if the bicyclists or a left-turn lane are on a right 4(12) BIKEWAYS MANUAL JUNE 17, 1996

bending curve. It is also desirable that bicyclists have minimum for the safety of crossing traffic. It is the opportunity of crossing in two steps besides the desirable to limit the number of lanes to cross at a possibility of weaving. At intersections, especially time to three. If the number of lanes to be crossed is those on roads with bicycle lanes and traffic lights, > 3, a traffic or median island should be placed at the the striping of bike lanes for bicyclists turning left is crossing. desirable. The marking of a bicycle lane for left- turning bicyclists at an unsignalized intersection At crossings with stop signs and signalized depends on the speed difference between bicyclists intersections, traffic will sometimes proceed against and motorists and the volume of motorists turning the stop or red. Sight distances should be determined left. It is desirable that the number of lanes of during the design of the roadway with this in mind. through traffic to cross is limited to one per approach road section.

The Average Bicyclist may prefer the two-step approach or a . Using the two step 4-13.01 Shared Road Bikeway Treatments at method, bicyclists will enter the intersection in the Intersections right lane, cross to the corner and then make another crossing to end up on the right lane of the cross 1. Right Turn Lanes. Minnesota law requires the street. See Figure 4-13.0A. bicyclist to keep as close as practicable to the right edge of the roadway. Therefore, the bicyclist may The Experienced Bicyclist will tend to follow the move toward the right edge of the right-turn lane. same maneuver that motor vehicles use. Experienced However, this is not a desirable position, especially Bicyclists may be encouraged to make the necessary if the bicyclist is intending to go straight ahead. weave movements for proper left turns. The tendency for bicyclists to "double-up" with turning The maximum recommended lane width is 4.0 m. In vehicles, rather than fall in line, may also create some cases eliminating right turn on red, slowing sideswipe exposure. Opposing motorists may not see motor vehicle traffic and replacing the standard or fail to grant right of way to the turning bicycle. "RIGHT-TURN LANE" sign (R3-XI) with "BEGIN RIGHT-TURN LANE; YIELD TO BIKES (R4-4) is 4. Intersection Crossing Distance desirable. Review traffic volumes and speeds in determining appropriate actions. At intersections, it is desirable to keep the crossing distance and the number of lanes to cross at a

Two-Step Left-Turn by Bicycle

Figure 4-13.0A JUNE 17, 1996 BIKEWAYS MANUAL 4(13)

2. Right Turn on Red. Where "right turn on red" is 3. Bicycle Lane Termination. Lane termination may be permitted, the focus of right-turning motorists used on a side road with bicycle lanes which toward cross traffic approaching from the left is intersects a main road on which bicycle lanes are intensified. The straight through bicyclist required to marked through the intersection and at approaches to stop for the red light may find that vehicles turning right turn lanes where it is desirable for traffic to mix right on red infringe into their storage area. Right or impossible to mark the lane to the intersection. turning motor vehicles may infringe less if the Each intersection should be individually assessed for intersection curve radius is relatively small. the appropriate weaving distance required. Lane termination or broken stripe initiation should be 3. Roadways with a Two-way Continuous Left-turn located accordingly. See Figures 4-13.0B. Lane. Bicyclists may be making left turns by the two-step method or using the lane. Also see Channelized Right-Turn-Only Lanes. Channelized recommendations for choosing intersection types in right-turn-only lanes pose problems and design Chapter 5: Paths. options similar to those for other right-turn lanes. Reducing motor vehicle speeds and the length of weaving areas may improve safety. See Figure 4-13.02 Bike Lane Treatments at Intersections 4-13.0B(b).

Bike lanes can complicate turning movements when first installed. However, as motorists and bicyclists become 4-13.02.01 Bicycle Lanes and Left-Turning Bicycle familiar with them complications may lessen. At intersections Traffic. where there are bicycle lanes and traffic signals, detection loops may be adjusted to detect bicycles. Installation of At busy intersections, three pavement marking options bicycle-sensitive loops within the bike lane is desirable. This may improve safety and comfort for left-turning bicyclists. is particularly important where signals are vehicle-actuated and may not change for a bicycle unless a car is present, or 1. Average Bicyclists often execute two-step left turns; unless the bicyclist leaves the lane to trip the signal within the paint a on the corner. traffic lane. If used for bicycle traffic, push button activators 2. A left-turn bike lane painted next to the right edge of should be within reach so the bicyclist is able to remain on the a left-turn lane. bicycle in the bike lane. 3. Painting an . Where there is heavy bicycle traffic on bike lanes, a separate green phase for bicycle use only may be included. These options are recommended at signalized This allows bicyclists to cross the street and make turns intersections and stop-controlled intersections without right without having to contend with motor-vehicle traffic. On turn on red. Bicyclists should be encouraged to make left turns multi-lane streets where the "stranding" of bicyclists is by the two-step method if a double left-turn lane is present. possible, consideration should be given to ensure that short The methods are further explained below: clearance intervals are not used. A commonly used solution is an all-red clearance interval. 1. Painted Refuge Islands for Left-Turning and Straight Through Bicycle Traffic. The following bicycle lane treatments are appropriate at intersections under varying circumstances. No single At busy intersections, Average Bicyclists may treatment is universally recommended. Each intersection execute two-step left turns. Allowing right turn on should be studied on an individual basis to determine the red is not recommended with painted refuge islands. appropriate design. Where traffic is relatively light, painting a refuge island on the corner provides refuge space. See 1. Bicycle Lane Continuation at Intersections. Bicycle Figure 4-13.0C. Where traffic volumes are relatively lanes may be striped through the intersection where high, providing a raised free right turn island that is a bike lane on a major street crosses minor streets easily reached by left-turning bicyclists also provides and where right turns from the major street to the refuge space. minor street are few. A dashed line alerts vehicle drivers to the existence of the bicycle lane. 2. Advanced Stop Lines

2. Bicycle Lane to Intersection. Bicycle lanes carried to Creating an Advanced Stop Line (ASL) makes it the intersection may be acceptable when right- possible for bicyclists to position themselves in front turning motor vehicle traffic is light or when it is of waiting motorized traffic and cross the desirable to delineate the left edge of a bicycle lane intersection first on the green light or when turning at a right-turn only lane. left on a separate green phase. Twenty-five bicycles or more per peak hour and good enforcement of 4(14) BIKEWAYS MANUAL JUNE 17, 1996

Bicycle Lanes approaching Motor Vehicle Right-Turn Only Lanes

Figure 4-13.0B JUNE 17, 1996 BIKEWAYS MANUAL 4(15)

Painted Refuge Island

Figure 4-13.0C

A = standard model, B = right-turning model

C = left turning model, D = left-turning model without a separated green phase

Advanced Stop Lines

Figure 4-13.0D 4(16) BIKEWAYS MANUAL JUNE 17, 1996

stopping behavior are needed for effective use of 4-13.02.03 At-grade Railroad Crossings ASLs. The ASL helps bicyclists turning left where there is one left-turn lane for motorized traffic. ASLs Special care should be taken wherever a bicyclist crosses may also be applied on approaching road sections railroad tracks at grade. Whenever possible, the bicyclist with a maximum of two lanes. should be allowed a at right angles to the rails while traveling straight ahead. The outside lane, shoulder, or A separate ASL, inclusive of an approaching bike bike lane should be widened to permit crossings to approach lane, is best introduced when there is a left-turn lane. the tracks at 60 to 90 degrees. The crossing should be at least If traffic turning left has a separate green phase, a as wide as the approaches of the bikeway. See Figure 4- separate ASL is necessary. If this is not the case, one 13.0F. Take into account sign and signal location design and ASL may suffice, however, bicyclists may choose to installation when widening the approach bikeway; "pedestrian weave to the left turn lane anyway. For increased arms" may also be considered. Depending on the features of visibility and recognizability, complete the ASL and the road, the bikeway may swing away from the roadway a part of the approaching bike lane in a different altogether to allow it to cross the track at 90 degrees. color pavement, preferably red. Bicycle sensitive vehicle detectors (pavement loops or other devices) If it is not possible to cross at an angle of at least 60 are desirable with ASL's. See Figure 4-13.0D. degrees, rubber track guards with a compressible flange filler are recommended. Abandoned tracks should be removed by the railroad.

4-13.02.02 Bike Lane Continuation at T- The desired type of surface between rails should be based intersections. on the planned uses of the roadway. Hot mix asphalt and rubber surfaces are generally acceptable for at-grade Bicycle traffic is preferably allowed uninterrupted crossings. Wood surfaces are better suited to limited use; they through movement at t-intersections. Continuing the bike lane are very slippery when wet and tend to wear faster than other through the intersection as shown in the figure below is surfaces. recommended. Even where there are no bike lanes, lane continuation could be added to the intersection if it is stop sign controlled. Bicycle traffic is best allowed uninterrupted through movement at t-intersections as shown in Figure 4-13.0E.

Bike Lane Continuation at T-intersections

Figure 4-13.0E JUNE 17, 1996 BIKEWAYS MANUAL 4(17)

Note: Flared roadway permits bicyclists to cross angled railroad crossing at or near 90 degrees

Figure 4-13.0F

Roadways, paths and bike lanes should have signing and pavement markings installed in accordance with the Minnesota Manual on Uniform Traffic Control Devices (MN MUTCD). Advance warning signs such as W10-X1 may be used at skewed railroad crossings to warn the bicyclist of the crossing. Visibility of signals and installing signals with bells should be considered in case a path parallel to a road is constructed in the future. 4(18) BIKEWAYS MANUAL JUNE 17, 1996 JUNE 17, 1996 BIKEWAYS MANUAL 5(1)

Chapter Five PATHS

5.1.0 General of the sidewalk and the amount of clearance to obstructions have an impact on bicycle and pedestrian traffic on sidewalks. Where Paths also may referred to as "multi-use trails" or "shared bicycle use of sidewalks is desirable, design factors should be in use" paths and "greenways," even though they are slightly accordance with path requirements. different facilities. Paths are a valuable element of bicycle networks. They serve both a transportation and recreation function and have proven to be significant generators of bicycle use. Where adequate rights-of-way are available, paths provide continuous routes for commuting or recreation trips, access to 5-2.0 Locating Paths destinations not otherwise available to bicyclists, and cut-throughs between buildings and other breaks in the street Where paths are planned next to main roads, the general network. principles for deciding on the location of paths are as follows:

Two-way paths are shared use (bicyclists, pedestrians, C Arrange paths so that no pedestrians and bicyclists skaters, wheelchair users, etc.) facilities with traffic in both need to venture onto the traveled way. directions. One-way paths, located on both sides of a road, have C There should be a distinct and continuous main route some application. However, without strict enforcement or proper for long-distance walking and bicycling alongside main design they may be used as two-way facilities. They are roads or parallel to them in other corridors. intended for bicycle use only and are often located between a sidewalk and the roadway. In comparison to two-way paths, Two-way paths may be located along one side of a road one-way paths may increase the visibility of bicyclists to only if the land use attracts pedestrian and bicycle trips along motorists at properly designed intersections. only one side. If there is land use along both sides of a road, there should be paths along both sides. However, if the land use Paths may be located both within and outside of roadway along the roads generates very little pedestrian and bicycle right-of-way. For roadways with restricted right-of-way, it may traffic and it can safely and conveniently be brought to one side be possible to change the designation of lanes dedicated to motor of the road, a one-side solution may be possible. vehicle traffic, parking and other elements within the rights-of- way or between building space in order to create room for paths. Locate paths serving longer distance pedestrian and bicycle See Chapter 4: On-road Designs, section 4-4.03. traffic along a main road to serve land use as effectively as possible and to connect with the rest of the network. The quality Paths located within the right-of-way but physically of the route, the space available for it, and separated from motor vehicle traffic may require study as the arrangements also affect the choice of the location. Crossing the road in question may be bordered by obstacles or traffic path from one side of the roadway to the other should be conditions which could complicate the design. Obstacles such as avoided, even over short distances (< 0.5 km). mailboxes, billboards, steep side slopes and private access roads can be worked around but should be taken into account when A path serving local pedestrian and bicycle traffic can scoping and preparing cost estimates. Special care should be sometimes be replaced by an adjacent parallel street, or with taken to limit the number of at-grade crossings with streets and connections to streets or other routes with little traffic and low commercial driveways because with most two way paths motor speeds, even if these don't run along a main road. The vehicle drivers don't expect to meet a bicyclist coming from the connection should be continuous and link with longer distance "other" direction. One-way paths may provide for safer routes. crossings, especially at signalized intersections. On a one-way path the bicyclists is riding as expected, with the flow of traffic, While not considered an obstacle, traffic noise can detract and can also be brought closer to the intersection for better from the bicycling experience. Earth berms or embankments can visibility. improve this situation.

There are many locations in urban areas where bicyclists ride on sidewalks. Riding on sidewalks in a business district is illegal unless permitted by local ordinance. When legally riding 5-3.0 Separation Between Path and Roadway on a sidewalk the bicyclist is considered a pedestrian. In general, sidewalks are planned and designed to handle pedestrian traffic Roadway speed limit, the type of signs between the path and only. The design and location of curbs and curb cuts, the width roadway, the amount of space available and whether the adjacent 5(2) BIKEWAYS MANUAL JUNE 17, 1996

section is rural or urban determine how far a path should be 5-3.01 Snow Storage in Separation Area separated from the roadway. The separation area is designed to suit the surroundings. Road space planning should consider space needed for snow storage. The separation area is best designed so that it is wide The separation distance between a path and a rural section enough to store removed snow from the roadway and the path. roadway traveled way depends on the speed limit on the A separation width of 5 m is usually enough to store plowed roadway. The "rule of thumb" is that the desirable width of snow. separation in meters should be $ road speed limit/10. See Figures 5-3.0A & 5-3.0B. Where space is limited, overall road cross-section planning must consider the likely amount of snow, the space needed to Rural Section Separation (Figure 5-3.0A) hold it and how this will be managed. When snow is stored in SPEED LIMIT SEPARATION b separation spaces, the recommended proportion of the path that km/h (m) should remain usable is three quarters, if the snow is not # 60 $ 6 (3 min.) removed, or two thirds if the snow is removed within a few > 60 $ 7 (7-10 typ.) days. Freeway $15

Rural Section Separation (Figure 5-3.0B) 5-4.0 Separating Pedestrians and Bicyclists SPEED LIMIT km/h SEPARATION b(m) #50 $1.2 (if no signs in Separation of pedestrians and bicyclists may be needed for separation area safety and traffic flow. Short sections of paths must not be $ 0.5, $ 0.75 if markedly different than the rest of the route (continuity of the parking allowed) network is important). Separating pedestrians from bicyclists 51-70 $1.2 should also consider local practices. The following are some of >70 $3.0 (2.0 min.) the factors that warrant separation for a given section of a certain Freeway $15 route:

It may be necessary, for safety reasons, to have a railing or C The route is used for fast, long-distance bicycling and barrier along exceptionally narrow separation areas, especially pedestrians (especially people who are disabled, children on curves, if the road speed limit is greater than or equal to 60 and senior citizens). km/h.

Rural Section Separation Figure 5-3.0A

Urban Section Separation Figure 5-3.0B JUNE 17, 1996 BIKEWAYS MANUAL 5(3)

C There are high volumes of both pedestrian and bicycle without sufficient width, clearances, opening car doors, etc. traffic. may make sidewalks an unsafe place for mixed traffic.

Separation of pedestrians and bicyclists is recommended in 5-5.0 Design Speed city centers and where buildings front onto the pedestrian and bike traffic network, where pedestrian and bicycle peak traffic Curvature, superelevation, gradient and width of traveled volume is > 2,000 individuals a day or peak hour bicycle traffic way are geometric features which affect the speed at which a is > 100 per hour. bicyclist can travel safely and comfortably. In addition, factors such as traffic, the type of bicycle, physical condition of the In some locations, building a path parallel to a street with an rider, wind and surface condition also affect the speed the existing sidewalk can provoke conflicts. bicyclist will travel. Although speeds higher than 50 km/h are attainable, the average bicyclist travels at much lower speeds. Where there are lower volumes of pedestrian and bicycle traffic one option is to design the path so that pedestrians and For general design, a minimum design speed of 30 km/h is bicyclists share the path. With higher volumes, separation using recommended. For long downgrades or other conditions where pavement markings or separate paths (two-way or one-way) is high speeds may occur, a design speed of 50 km/h is desirable. See Figures 5-4.0A and Figure 5-4.0B. recommended.

Sidewalks are not designed for both bicycle and pedestrian traffic. Conflicts between bicyclists and pedestrians on a facility

Typical Path Cross Sections Figure 5-4.0A 5(4) BIKEWAYS MANUAL JUNE 17, 1996

Typical Path Cross Sections, Pedestrian and Bicycle Traffic Separation

Figure 5-4.0B JUNE 17, 1996 BIKEWAYS MANUAL 5(5)

5-6.0 Horizontal Curvature and Superelevation required to use a bicycle route will affect the usage of the route. Therefore, grades should be kept to a minimum. The minimum radius of curvature negotiable by a bicycle is a function of the superelevation rate of the path surface, the Grades should be minimized even at the expense of having coefficient of friction between the bicycle tires and the surface, to provide added curvature or travel distance, within the and the speed of the bicycle. The minimum design radius of practical limits for the site. Grades on paths parallel to a curvature can be derived from the following formula: roadway should be equal to or flatter than the roadway grade. Grades of 5 percent or less are preferred but should not exceed R = 0.0079 V2 8.3 percent on overpass or underpass ramps. With overpass (e+f) grades, bike speeds will increase on the downslope movement. Use precaution to eliminate hazards to the bicyclists and Where: pedestrians near the end of a ramp. Warn bicyclists and R = Minimum radius of curvature (m) pedestrians, by signing, etc., of the hazards of steep grades where they occur. Grades steeper than 5 percent (3% preferred) V = Design speed (km/h) may not be practical for paths with surfaces. e = Superelevation, cross-slope The maximum values for grades are shown in Figure f = Coefficient of friction 5-7.0A. Flat grades are always recommended for routes used by the disabled. Some superelevation should be provided on all curves. For most paths, the minimum superelevation rate of 2 percent will be adequate for most conditions. Superelevation rates may vary from a minimum of 2 percent (the minimum necessary to encourage adequate drainage) to a maximum of about 5 percent 5-8.0 Sight Distance (beyond which maneuvering difficulties by Average Bicyclists and tricycles might be expected). A straight .02 m per m cross The distance a bicyclist requires to come to a complete stop slope is recommended for tangent sections. is a function of the bicyclist's perception and reaction time, the tire/surface coefficient of friction, the grade and the bicyclist's The coefficient of friction depends on; speed, surface type, speed. roughness and condition, tire type and condition. Although there are no data for unpaved surfaces, it is suggested that friction factors be reduced by 50 percent to allow a sufficient margin of 5-8.01 Safe Stopping Sight Distance safety. Design values for stopping sight distance may be computed Based on a superelevation rate (e) of 2 percent, minimum in the same manner as for a highway. Stopping sight distance radii of curvature for paved paths can be selected from the table should be checked in locating and designing bicycle facilities. below: Assuming that some traffic will not stop at stop sign controlled intersections, using conservative sight distances is desirable. DESIGN MINIMUM SPEED-V, FRICTION RADIUS-R, Stopping Sight Distance For Downgrades km/h FACTOR, f M 25 0.29 16 Design Stopping plus reaction distance, m Speed, 30 0.28 24 km/h Percent Grade 40 0.25 47 0 -5 -10

50 0.22 82 15 14 15 16

60 0.18 142 20 20 22 25

30 35 40 45

5-7.0 Grades 40 55 60 70 50 75 85 100 The grade which a bicyclist can be expected to negotiate is dependent upon the length of the grade, wind velocity and surface condition. Generally speaking, the amount of energy 5(6) BIKEWAYS MANUAL JUNE 17, 1996

Maximum Gradients

Figure 5-7.0A

These values are based on a coefficient of friction of 0.25, height of object is used here because such things as gravel on a perception-reaction time of 2.5 seconds, height of eye of 1.4 m surface can be dangerous to a bicyclist. and a height of object of zero meters. The sight distance in the descending direction, that is, where "g" is negative, will control the design. To develop the minimum sight distance use the formula: 5-8.03 Sight Distance at Horizontal Curves

2 S total = V + 2.5 1000 V The amount of lateral clearance required on the inside of a 254 (f ± g) 3600 horizontal curve is a function of the design speed, the radius of curvature and the grade. The center line of the inside lane(s) is Where: used when measuring the length of the bicyclist's field of vision. S = Minimum sight distance (m) Lateral clearances should be calculated based on the sum of the stopping sight distances for bicyclists traveling in opposite V = Velocity or design speed (km/h) directions around the curve. When this sight distance cannot be f = Coefficient of friction (use 0.25) provided, widen the path or paint a continuous center line between the lanes the entire length of the curve and extending g = Grade (% in m/m) 10 m beyond it at either end. Values and formulas for sight -Descend use a (-g) distance on horizontal curves are presented in Figure 5-8.0B.

5-9.0 Path Widths and Clearances 5-8.02 Sight Distance at Crest Vertical Curves The surfaced or operating width required for bicycling is Sight distances at grade crests may be checked using Figure one of the primary considerations of design. The minimum 5-8.0A or associated equations. Longer vertical curves should be paved width of a path is determined by the actual traffic situation provided whenever possible. The equations are based on an eye measured by the volume and composition of the traffic and the height of 1.4 m and an object height of zero meters. A minimum JUNE 17, 1996 BIKEWAYS MANUAL 5(7)

Sight Distance on Crest Vertical Curves

Figure 5-8.0A 5(8) BIKEWAYS MANUAL JUNE 17, 1996

Lateral Clearance on Horizontal Curves

Table 5-8.0B JUNE 17, 1996 BIKEWAYS MANUAL 5(9) desired quality class. See Table 5-9.0A. The minimum overall Curves along steep grades or other conditions where bicycle operating dimensions should include space required for the speeds tend to be high (e.g. paths with grades of 6 percent or bicyclists, allowance for clearance to fences, walls, signs, trees more and those longer than 75 m) should also be made wider. and other hazards. See Figure 5-9.0A for clearances. Widths Two-way paths < 3 m wide should be widened an additional 1 and clearances should be planned to accommodate maintenance m and 3.0-3.5 m paths an additional 0.5 m. Along recreational and emergency vehicles (pickups, mowers, ambulances, etc.). routes, plan for added width for a ski trail if necessary. Widths may have to be adjusted, as necessary, to avoid pavement edge deterioration. Protect bicyclists from high, rough or steep slopes. Changing steep slopes to 1:4 or flatter with a smooth, preferably A minimum 0.5 m graded shoulder area on each side of the grassed surface is recommended. Safety railings are path is recommended adjacent to the paved surface. In addition recommended where the slope and drop equal or exceed the to the paved widths provided above, added paved width should following parameters and the clear zone is less than 1.5 m. See be provided on sharp curves and where steep grades are Figure 5-9.0B. necessary.

On sharp curves having less than a 25 m radius, additional 5-10.0 Structural Section width on the inside of the curve is recommended due to bicycle The structural section of a path should be designed in the lean. The following minimum path widths are recommended for same manner as a highway, with consideration given to the sharp curves: quality of the subsoil and the anticipated loads. Principal loads will normally be from maintenance and emergency vehicles. RADIUS, m MINIMUM TWO These vehicles should be restricted to less than 3.5 or 4.5 metric WAY PATH WIDTH ton (t) axle loads, especially in the spring. (m) Subgrade and surfacing recommendations should be requested from or reviewed by a materials or soils engineer. For 0-8 3.75 vegetation control, see Section 2-2.0 for the design and 8.1-15 3.50 construction process.

15.1-25 3.25

Table 5-9.0A Determining Path-Pavement Width

Number of Minimum Paved Width of Two-Way Paths, m Pedestrians & Bicyclists per Good Satisfactory ** Summer Day Traffic Composition and Flow

Less than or equal to 2000 Light Pedestrian & 2-Way Bicycle 3.5 3.0 2.4

Greater than 2000 Heavy Pedestrian & 2-Way Bicycle 4.0 3.5 3.0

If pedestrians and two-way bicyclists are separated using different pavements, painted lines or paver strip.

N/A Pedestrian Section 2.0 1.5-3.0 1.5

N/A Two-Way Bicycle Section 3.0 2.4 2.4

Path Geometrics Minimum Paved Width of One-Way Path, m

Located adjacent Curb-No parking Allowed 2.4 2.0 1.5

Separated from Roadway According to Recommended Clearances 2.0 1.5 1.5 **where restrictive conditions exist 5(10) BIKEWAYS MANUAL JUNE 17, 1996

Clearances Along Paths (For Clearance to Signs: Refer to Minnesota Manual on Uniform Traffic Control Devices [MN MUTCD]) Figure 5-9.0A JUNE 17, 1996 BIKEWAYS MANUAL 5(11)

Safety Rail Between Bicycle Path and Adjacent Slope Figure 5-9.0B

5-10.01 Foundation Preparation subgrade. Provide subcut compaction and corrections as determined by the Engineer. However, if the path is Prior to designing the pavement structure, an investigation on a railroad embankment, a 0.3 m subcut is should be done to determine soil support and drainage recommended. Compaction of the subcut backfill conditions. As a result of this investigation, areas which need should be in accordance with Mn/DOT 2105. special site corrections due to unstable or unsuitable soil conditions can be located and appropriate treatments provided. C Placing geotextile fabric on unstable soils if its use is The establishment of a suitable foundation is essential and determined appropriate by the Engineer. The fabric should include: should be placed so as to separate the aggregate base from unstable soils. C Removal of all vegetation, topsoil, and other soils which are considered unsuitable by the engineer. C Stabilize granular subgrades, if necessary, by Removal should extend to the edge of the path. If tree incorporating stabilizing aggregate (Mn/DOT 3149.2C) roots are removed, remove all surface roots. into the upper portion of the subgrade in order to achieve adequate surface stability. C Providing subgrade preparation in accordance with Mn/DOT Spec. 2112 to shape and compact the 5(12) BIKEWAYS MANUAL JUNE 17, 1996

5-10.02 Bituminous Structural Section Grades greater than 5% should not be surfaced with crushed limestone. The surface will need to be graded as necessary to fill Aggregate-based bituminous surfacing is generally ruts and depressions and to maintain surface drainage. See recommended for paths. Full-depth bituminous may be Figure 5-10.0C. considered where subgrade soils are relatively granular. It may be necessary to increase the pavement thickness shown below 5-10.05 Surface smoothness and maintenance where numerous heavy vehicles use or cross the path (at driveways, etc). Aggregate base should be increased to 150 mm It is important to construct and maintain a smooth riding in heavy soils (Clays - A-7-6) where maintenance and surface on paths. Consult with a district materials or soils emergency vehicles may cause pavement damage. Aggregate engineer for recommendations on proper materials and base thickness may be reduced to 75 mm for granular subgrade construction. soils (less than 20 percent passing 75 Fm sieve). See Figure 5- Path surfaces tend to oxidize more rapidly than a highway. 10.0B. The use of surface treatments may help lengthen pavement life by slowing this process. Fine aggregate seal coats can give smooth surfaces if properly designed. 5-10.03 Concrete Structural Section Portland cement concrete offers good rolling resistance, durable surface cohesion, and easy maintenance. Control joints Surface Deterioration Treatment can reduce riding comfort and complicate connections to existing surfaces. For riding comfort, transverse joints should be Slight* Fog Seal (Mn/DOT 2356) saw cut. See Figure 5-10.0B. Moderate Seal Coat (Mn/DOT 2357, A thicker paving section may be required where heavy FA-1 or FA-2) or Slurry vehicles use or cross the path. Each crossing location should be (Slight Raveling)* Seal Type 1 evaluated and the thickness increased if appropriate. Serious* Overlay (25 mm min.)

Cracks Crack Seal - No route or 5-10.04 Aggregate Structural Section overband (use Mn/DOT 3719 or 3723) These surfaces are best used where few formal traffic control measures are necessary and in natural settings. Crushed * Localized areas that are seriously deteriorated should limestone is easy to repair, does not crack and generally be reconstructed prior to application of the seal and/or provides a comfortable riding surface It also integrates well into placement of the overlay. Use of seal coats may not be natural settings. However, crushed limestone loses its cohesion desirable where in-line skating, etc. occurs. as time goes by, increasing the risk of skids. It is also subject to erosion and to encroachment by vegetation. In dry weather, rising dust may damage bicycle mechanisms and make riding Also see Surface Quality Smoothness and Utility Work unpleasant. guidelines in Chapter 2.

Bituminous Structural Section Figure 5-10.0A JUNE 17, 1996 BIKEWAYS MANUAL 5(13)

Concrete Structural Section Figure 5-10.0B

Aggregate Structural Section Figure 5-10.0C

5-11.0 Drainage of the required waterway opening should be determined by a hydraulics engineer. Typical minimum culvert size used for On paths, a cross-slope of two percent is recommended for bikeway drainage is 450 mm diameter. the proper drainage. Sloping in one direction usually simplifies longitudinal drainage design and surface construction, and is the Drainage inlet grates on bikeways shall have openings preferred practice. Ordinarily, surface drainage from the path narrow enough and short enough to assure bicycle tires will not will be adequately dissipated as it flows down gently sloping drop into the grates regardless of the direction of bicycle travel. terrain. When a path is constructed on the side of a hill, a Where it is not immediately feasible to replace existing grates drainage ditch of suitable dimensions may be necessary on the with standard grates designed for bicycles, 25 mm x 6 mm steel uphill side to intercept the hillside drainage. Culverts or bridges cross straps should be welded to the grates at a spacing of 150 should be used where a path crosses a drainage channel. Sizing mm to 200 mm on center, to reduce the size of the openings. 5(14) BIKEWAYS MANUAL JUNE 17, 1996

5-12.0 Barriers, Railings and Fences Horizontal illumination is measured at pavement level while vertical illumination is measured 1.8 m above the pavement. The In order to maintain safety for bicyclists and pedestrians, levels of horizontal and vertical illumination, along with the encroachment by motorists should be minimized through proper degree of glare and necessary contrasts experienced by bicyclists design. Barriers may be a hazard and should not be used in place as a result of the lighting, are the main performance criteria to of proper design. Channelization fences may be used to direct determine the choice of luminaries. To avoid sharp differences bicycle traffic, divide it into streams, or eliminate the risk of in brightness, the uniformity ratio of illumination is determined conflict between bicyclists and pedestrians. by dividing the average illumination level by the minimum illumination level. The average-to-minimum uniformity ratio where special pedestrian/bicyclist security is not essential should not exceed 4 to 1, except for residential sidewalks adjacent to roadways and bike lanes, where a ratio of 10 to 1 is acceptable. 5-13.0 Lighting Where special security is desirable, the uniformity ratio should Roadways, bikeways and walkways may be illuminated in not exceed 5 to 1 for any walkway or bikeway. accordance with recommended design values in the AASHTO See Table 5-13.0A for recommended bikeway/walkway Guide "An International Guide for Roadway Lighting" and illumination levels. These represent average maintained ANSI/IES recommended practices. Lighting off-road walkways illumination levels and should be considered as minimum, and bikeways permits some freedom in system and luminare particularly when security or pedestrian/bicyclist identification design. The lighting designer should provide quality of light that at a distance is important. The data are for straight and level meets the needs of the bicycle facility and is in accordance with roadway/bikeway areas and areas having minor curves and ANSI/IES recommendations. grades. In areas of vision problems and complex maneuvering, The lighting system as a whole should provide adequate such as abrupt curves and grades, intersections and interchanges, horizontal and vertical illumination along the entire length and overpasses and underpasses, special consideration is necessary. width of the bikeway, without variations in luminous intensity Crosswalks traversing roadways in the middle of long blocks to which bicyclists and motorists might experience difficulty and at street intersections should be provided with additional adjusting. Horizontal illumination is important in order to enable illumination. bicyclists to read pavement markings and to be able to follow the bikeway or roadway easily. Vertical lighting is the most effective for illuminating bicyclists and obstacles in the bikeway 5-14.0 Intersections or roadway and is therefore of importance. 5-14.01 Path Intersections At the intersection of a path and a street, illuminating the path at the prescribed level for a distance of 25 m on either side Many existing paths normally carry two-way traffic. of the intersection is desirable. Transitional lighting is However, one-way paths are used in some locations. Safety at recommended on an unlit street crossed by the path.

Table 5-13.0A Recommended Average Maintenance Illumination Levels for Pedestrian Ways in Lux

Minimum Average Horizontal Average Vertical Levels for Special

Walkway & Bikeway Classification Levels (Eavg) Pedestrian Security (Eavg) Sidewalks (roadside) and bike lanes

Commercial areas 10 22

Intermediate areas 6 11

Residential areas 2 5

Walkways distant from roadways and paths

Walkways, bikeways, and stairways 5 5

Pedestrian tunnels 43 54 JUNE 17, 1996 BIKEWAYS MANUAL 5(15) intersections primarily depends on the traffic volumes and at pedestrian speeds rather than typical bicycle travel speeds. speeds, sight distances and the amount of the space available at Also, two-way paths require one direction of crossing to be done the intersection. Sufficient sight distances should be provided at contrary to normal vehicle operation. path intersections to allow bicyclists (and pedestrians) to see each other in good time and to be able to stop before the For paths parallel to roadways, intersections present many intersection if necessary. The minimum intersection radius along risks. Turning motorists may not consider a bicyclist traveling paths should be 3-6 m, depending on the maintenance equipment off the road but in the right-of-way. When they meet, the used and the widths of the routes. bicyclist is often compelled to stop and yield to a left or right- turning vehicle. Locate the bicyclist's crossing close enough to Bicyclists tend to slow their speeds as they approach the intersection to allow adequate visibility or far enough from intersections, thus a design speed for path intersections of 20 the intersection to allow motorists sufficient reaction time, but km/h is acceptable. Figure 5-14.0A recommends sight distances not so far away that vehicles approaching from the second road for path intersection design. The quality class "good" are caught unaware of the crossing path. One-way paths at presupposes that smooth braking is possible, the class signalized intersections may increase visibility and safety, '"satisfactory" that braking has to be sharp. In the last class, especially in regards to conflicts between right-turning motorists bicyclists only have a short reaction time as well as having to and through bicyclists. Place smooth, full width curb cuts in the brake sharply. path of travel at intersections. Plan bicycle networks and intersections so there are no QUALITY CLASS INTERSECTION unnecessary crossings from one side of a road to another. SIGHT DISTANCE d Crossing arrangements depend on the type of intersection and (m) crossing type. Table 5-14.0A recommends the choice of intersection type according to two different quality classes. Good 20 Choose the "good" class if the path is used for trips to school, a large number of users are children, seniors, or disabled people Satisfactory 15 or if the crossing point is heavily used in general. Also choose ** 10 the "good" quality class if the intersection is large or it is part of a main recreational route. These are guidelines, final decisions ** At restrictive conditions only should be made on a case by case basis. When the grade of a path is > 4% at the approach to path Take the following into account when using the diagram: intersections, increase the sight distance by 5-10 m, depending on the grades and length of the gradient section. If the path C The type of crossing chosen for bicycle/pedestrian slopes steeply towards the intersection area at a 4-legged traffic at an intersection between a main road and intersection, division of the crossing point into two T- secondary road is usually the same as for the main intersections should be considered. road crossing. C If the number of lanes to be crossed is > 3, the The maximum gradients at intersections of paths are as intersection should have a refuge or median island. follows: Where bicyclists or pedestrians often wait at islands, a push button or bicycle-sensitive traffic detection may QUALITY CLASS GRADIENT (percent) be desirable.

Good 2 C At large intersections between very busy roads, for safety reasons, pedestrian and bicycle traffic should be Satisfactory 2 to 4 separated by grade from both the main and secondary road, instead of using signal controls. ** 4 to 7 ** At restrictive conditions C Along main roads, crossings should be at intersections. If there is a mid-section crossing, there must be good sight distance at that point. If the speed limit along a 5-14.02 Path and Motor Vehicle Intersections section of road without traffic signals is over 60 km/h and it is impossible to provide a grade separated Safety at intersections depends upon traffic volumes and crossing, reducing the speed limit to 60 km/h before the speeds, the crossing distance, the amount of the space available crossing is desirable. at the crossing and driver actions. At intersections, bicyclists face many of the same conflicts as they would if they were on a C In choosing locations for path interchanges (grade- bike lane on the roadway in addition to being integrated with separated crossings), special attention must be paid to pedestrians. Problems associated with at-grade crossings often ensure that grades are low and that the location fits in relate to motorists' expectation of entries to the crosswalk area well with the rest of the path network. 5(16) BIKEWAYS MANUAL JUNE 17, 1996

Sight Distance for Bicycles at Path Intersections Figure 5-14.0A

Table 5-14.0A CHOICE OF INTERSECTION TYPE JUNE 17, 1996 BIKEWAYS MANUAL 5(17)

C At interchanges for motor vehicles, pedestrian and bicycle 5-14.03 Intersection Design traffic should be separated by grade. Pedestrians and bicyclists may cross ramp terminals along minor roads and 5-14.03.01 Crosswalk at some diamond interchanges at-grade, however, when A crosswalk is usually marked the same width as the path there are large traffic volumes intersections should be leading to it. The minimum width should be 3.0 m if the two- signalized. way path carries both pedestrians and bicyclists. If the amount Figure 5-14.0B shows the basic models for bicycle and of walking and bicycling is heavy, the recommended width is pedestrian traffic arrangements at various types of interchanges. 4.0 m. When pedestrians and bicyclists are separated by markings or a paver strip, the extension of the bicycle path The sight distance requirements for an intersection between should be at least 2.4 m wide. The minimum width of a bicycle and motor vehicle traffic are shown in Figure 5-14.0C. crosswalk intended solely for pedestrians should be 2.4 m. This diagram gives setback distances to enable a vehicle on the roadway to adjust its speed as it approaches the path crossing. The 20 m distance (1) is the stopping sight distance for a bicycle 5-14.03.02 Crosswalks and Curbed Pedestrian at 20 km/h on level ground. This diagram takes into Refuge Islands or Medians. consideration that some bicyclists may not stop at intersections with stop signs. Any raised islands in crossings shall be cut through level with the street or have curb ramps at both sides and a level area (1) The 20-meter distance (bicyclist stopping sight distance at least 1,220 mm long between the curb ramps. Refuge islands at 20 km/h) will be used as a base for all roadway operating should be a minimum of 1.8 m wide when they will be used by speeds to be used in conjunction with da. bicyclists. Pedestrians and bicyclists should have a clear path on (2) Three-second motorist perception, reaction and the island and should not be obstructed by poles, sign posts, adjustment time. utility boxes, etc. The desirable width of the island and the width of the driving lane at the island are shown in Figure 5-14.0D.

Example: 5-14.03.03 Curb Designs and Arrangements Given: Motor vehicle A traveling 80 km/h approaches the path. If a crossing or crosswalk is intended for bicyclists, the curb ramp or sloping pavement should be flush with the street and Find: Required clear line of sight between motor textured according to Mn/DOT Standard Plate 7036 to meet vehicle A and bicyclist B disability requirements. The bottom width of the curb opening should be the full width of the crosswalk if the approaching path Solution: From Figure 5-14.0C, the driver of a motor is perpendicular to the curb. If the path is parallel to the curb, the vehicle traveling at 80 km/h should see a minimum width of the curb cut should be 2.75 m. bicyclist who is 20 m from the lane edge, while being a minimum of 70 m from the intersection.

Path Routing at Interchanges Figure 5-14.0B 5(18) BIKEWAYS MANUAL JUNE 17, 1996

Sight Distance at Roadway/Path Intersections Figure 5-14.0C JUNE 17, 1996 BIKEWAYS MANUAL 5(19)

A Curbed Pedestrian Refuge Island on a Crosswalk Figure 5-14.0D

5-14.03.04 Controlling Motor Vehicle Access 5-14.03.05 One-way Paths and At-grade Signalized Intersections A good method of controlling access of motor vehicles is to split the entry way into two one-way sections of path (1.5 m One-way paths may have the advantage of increased wide) separated by low landscaping or other material. visibility and safety at signalized intersections. Where there are Emergency vehicles can still enter if necessary by straddling the a substantial amount of right-turning motorists and through landscaping. In most situations this is preferable to bollards, bicyclists, the following one-way path intersection design should chicanes or other methods. be considered. End the one-way path 20-30 m before the intersection and let bicyclists continue on a bicycle lane. See A may also be used at the entrance to a bicycle path. Figure 5-14.0E. Dividing the path into two separate paths is usually a better solution, however. When used, a single bollard may be installed If the number of left-turning bicyclists is greater than 20% in the middle of the path to deny access to motor vehicles. of through bicyclists, the intersection should be designed as in Flexible bollards are recommended and/or should be removable the next section or consider a design which gives special or hinged so service vehicles can use the path. When more than attention to left-turning bicyclists. one bollard is used, they should be a minimum of 1.5 m apart. 5(20) BIKEWAYS MANUAL JUNE 17, 1996

One-Way Path at an Intersection Figure 5-14.0E

The use of recessed stop lines with the path continued to the connecting road, the crosswalk may be extended (by way of a intersection may also be of benefit in reducing conflicts and sidewalk or path) over the connecting road so that pedestrian and accidents between right-turning motorists and through bicyclists, bicycle traffic will be effectively guided onto the crosswalk. especially at the beginning of the green phase.

5-14.03.07 Paths at Independent At-grade 5-14.03.06 At-Grade Intersections Without Signals Crossings A path which parallels the roadway should be brought into There is some evidence of high accident experience in the intersection to function like a crosswalk. When planning isolated at-grade intersections of independent facilities with crossings, the lack of a marked crosswalk should not be a cause motor vehicle roadways. This appears to stem from among the for unnecessary shifting of bicycle traffic from one side of the following factors: street to another. There should be a marked crosswalk across every leg of an intersection where there is a continuous bicycle C High motor vehicle operating speeds route. The alignment of a route and the location of the crosswalk C Failure to establish proper sight clearance zones. at an intersection depend on the type of intersection and the separation technique. C Poor perception of or reaction to crossing signs and markings. At unchannelized intersections with a main road, a crosswalk should be placed in front of the motor vehicle stop C Motorists' expectation of entries to the crossing at line location. There should be no uncertainty about right of way, pedestrian speeds rather than at typical bicycle traffic and sufficient sight distances ensured for both bicycle and speeds. motor-vehicle traffic. C Bicyclists' disobedience of stop or yield controls. If the crosswalk is right next to the traveled way, bicyclists and motor-vehicle traffic have good views of each other. This Independent path crossings of roadways merit particular is usually preferred. Conflicts and sight distance restrictions may attention to design detail. Measures to alleviate some of the be possible, so use with caution and sign appropriate to the above problems include the following: situation. See Figure 5-14.0F. C Provide proper sight clearances. Sight clearance Crosswalks not located at intersections should be at least assessment must consider obstructions due to roadway 180 m from the intersection. A pedestrian refuge island may cross section profile (steep cuts or fills) as well as also be needed where the crossroad has more than 2 lanes in obstructions such as foliage. Consider that some each direction. See Figure 5-14.0G. bicyclists may not stop at crossings. If the bicycle route is only on one side of the road, signs may be placed indicating where there is a crosswalk carrying bicycle and pedestrian traffic across the main road and where crossing is restricted at the intersection. In the case of a JUNE 17, 1996 BIKEWAYS MANUAL 5(21)

Crosswalk Arrangements at an Intersection with a Main Road Figure 5-14.0F

A Crosswalk at a Pedestrian Refuge Island Figure 5-14.0G 5(22) BIKEWAYS MANUAL JUNE 17, 1996

C Locate the crossing a minimum of 180.0 m from any roadway intersection.

C Align the crossing to intersect the motor vehicle roadway at right angles.

C Mark the crossing with "zebra" or "panda" pavement markings and/or a flashing warning light and/or raise the crossing. "Bike Xing" signs should be placed on the motor vehicle approaches 80 to 250 m in advance, with specific location depending upon roadway speed limit and proximity to adjacent intersections. Refer to MN Manual on Uniform Traffic Control Devices (MN MUTCD).

C Place "Stop Ahead" or "Yield Ahead" signs on the bikeway approach approximately 45 m in advance of the crossing (farther if downgrades make bicyclists speed in excess of 30 km/h likely).

C Separate the crossing by grade.

5-14.03.08 Paths and At-grade Railroad Crossings Where crossing railroad tracks on a path, care must be taken to assure the bicyclists' safety. Whenever possible, the crossing should be straight and at right angles to the rails. When it is not possible to cross at 90 degrees, the path should be widened (at least as wide as the approach bikeway) to allow the bicyclist to cross as close to 90 degrees as possible. Special construction and materials should be considered to keep the flange way (open space next to the rail) depth and width to a minimum. Pavement should be maintained so ridge buildup does not occur next to the rails. Timber plank crossings may be used but tend to be slippery when wet. Appropriate signs and pavement markings should be installed to inform and warn bicyclists. Installing signs and signals with bells should be considered at a path crossings. See At-grade Railroad Crossing section in Chapter 4 and the MN MUTCD for additional guidance. JUNE 17, 1996 BIKEWAYS MANUAL 6(1)

Chapter Six

BRIDGES AND GRADE SEPARATIONS

6.1.0 General 6-2.01 Retrofitting Bikeways and Bike Lanes on Existing Highway Bridges Provide some type of grade separation wherever a combination of factors such as motor vehicle volumes and When retrofitting a bikeway on an existing bridge consider speeds and bicycle volumes warrant separation. See Table 5- several alternatives based on what the bridge's geometrics will 14.0A. Where these conditions exist, and provision of a grade allow. It is desirable to have the same criteria and geometrics as separation structure would not be feasible, consider other for a new facility. Restrictive conditions may mean that crossing types, changing traffic operations, or rerouting the compromises in desirable design criteria of retrofitted bikeways roadway or bikeway. Where it is anticipated that a bikeway will are sometimes inevitable. Determine the most appropriate be provided in the future, design new bridges to include the criteria on a case by case basis after thoroughly considering all appropriate width. variables.

Coordinate structures with approaching bikeways so that The use of existing bridge sidewalks for bicycle traffic may facilities are compatible and continuous. On all bridge decks, be considered when the sidewalk is wide enough to take care to ensure that bicycle safe expansion joints are used (as accommodate bicyclists and pedestrians. If approach bikeways close to 90 degrees to the direction of travel as possible, with are two-way, the sidewalk facility should also be two-way. Flush small gaps and non-skid plates). Many expansion joints and ramps should be installed at the sidewalk approaches and curb plates currently in use are very slippery, especially when wet. cuts to assure that bicyclists are not subjected to the hazard of a Design and maintain the transition from the bikeway pavement vertical lip crossed at a flat angle. Curb cuts should be wide to bridge abutment for smooth conditions. enough to accommodate tricycles for adults and two-wheeled bicycle trailers. Railings, fences and barriers on a highway bridge with a bikeway or on a bicycle overpass should be a minimum of 1.4 m high. If the bridge is over another roadway, include protective 6-3.0 Bicycle and Pedestrian Overpasses screening or fencing to a height of 1.8 or 2.4 m to prevent objects from being thrown onto the roadway below. Provide a In the design of a bicycle and pedestrian overpass, consider fence on retaining walls when a bikeway is located adjacent the all of the bicyclists' requirements with respect to grade, turning walls. radius, width, cross slopes and speed. In some cases, for the safety of all types of traffic, the bicycle design speed may need to be reduced from the approach bikeway. The profile across a bridge should follow a smooth line with no sharp changes in 6-2.0 Highway Bridges with Bikeways grade over the piers.

On highways with high-speed, high-volume motor vehicle The minimum width of an overpass should equal the width traffic, a path is often desirable for bicycle and pedestrian traffic. of the approach bikeway plus 0.5 m. The recommended The path(s) should normally be separated from the bridge minimum width is 3.0 m, desirable width is 3.5 m. The vertical shoulder by a physical barrier. A two-way bikeway should be clearance over a street or highway should be a minimum of separated from the road with a 0.8 m barrier if the design speed 5.3 m. Experience has shown that structures designed for is > 60 km/h or a 200 mm curb for design speeds # 60 km/h. If pedestrian live loads are satisfactory for bicycle loading. Design the shoulder width is $ 1.8 m no additional barrier height bicycle and pedestrian overpasses in accordance with the beyond the usual 0.8 m concrete barrier may be needed. Design AASHTO Standard Specifications for Highways Bridges and the physical separation to minimize fixed-end hazards to motor the Mn/DOT Bridge Design Manual. vehicles and bicyclists and to minimize sight distance restrictions.

Bikeways on highway bridges must be carefully coordinated 6-4.0 Bikeways Under Existing Bridge Structures with approach bikeways to make sure that all elements are continuous. For example, on-road bicycle traffic bound in Figure 6-4.0A provides examples of locations, separations opposite directions is often best accommodated by bike lanes or and widths for modifying existing facilities. shoulders on each side of a highway and the highway bridge. 6(2) BIKEWAYS MANUAL JUNE 17, 1996

6-5.0 Bicycle and Pedestrian Underpasses and Tunnels pedestrians should be the paved width of the approach path plus one meter. Recommended minimum width is 3.6 m; 4.5 m is A bikeway underpass may be a desirable way to carry a desirable. When the underpass is long (e.g. when going under a bikeway across a highway. It has the advantages that costs are four-lane road), wider openings are recommended to improve generally lower than an overpass and there may be less grade lighting and visibility. Six meters is a desirable width. Vertical change for a bicyclist to negotiate than an overpass. A clearance should be at least 3 m. disadvantage is that unless it is well located and openly designed, it may be conducive to crime and be avoided by bicyclists and pedestrians. Providing adequate drainage may also The possibility of attacks upon users accompanies any type of be a problem. design. Be selective as to location to facilitate safety. Approaches and grades should provide the maximum possible Underpasses are usually constructed of cast-in-place or field and range of vision of the way ahead to the bicyclist and precast concrete or steel in circular, arch, or rectangular shapes pedestrian. Provide adequate amounts of light under structures, with proper horizontal and vertical clearances. Arch shapes offer in tunnels and at approaches. In certain cases, lighting may be good clearance and lighting. required on a daily, 24-hour basis. See the lighting section in Chapter 5., Illuminating tunnels of a length of $ 10 m at all The horizontal and vertical alignments should be straight for times is desirable. the full length and for an adequate distance on each approach. The minimum width of an underpass for bicyclists and

Bikeways Under Existing Bridges

Figure 6-4.0A JUNE 17, 1996 BIKEWAYS MANUAL 6(3)

6-6.0 Rest Areas and Overlooks which bicyclists feel isolated and vulnerable. The impact of the facilities on the bikeway's surroundings must also be considered, On paths, rest areas or overlooks should be created at points as they may obstruct access routes, hide interesting landscapes, along the path where bicyclists are most likely to stop, such as or simply block the sun. waterways or other objects of interest. Consideration should be given to a bicycle pull-off abutting or on a bridge. A pull-off area on a bridge allows for enjoyment of the scenery and other interesting features of the crossing. Rest areas featuring old railroad stations or other heritage structures add interest to the route and serve as points of reference. Interpretive signs installed at natural or historical points of interest serve to educate path users.

Locations already offering services, such as restaurants and museums, tend to attract bicyclists and are natural locations for rest areas. Sheltered, sunny spots can offer better climatic conditions and increase the length of the bicycling season.

Ideally on a recreational bikeway, there should be a rest area every 5 km. These areas may be equipped with tables or benches, secure parking facilities, waste receptacles and trail literature. Access to restrooms and drinking water for bicyclists is desirable. At major rest areas (or path ends), minor repair services, telephones and covered shelters may be made available.

Access routes from the path to rest areas should be clearly marked and lead directly to bicycle parking to keep bicyclists from locking their bikes to trees, shrubs, and other fragile objects.

To facilitate entering and leaving a busy path, an access path extending 30 m on either side of the rest area's entrance may be created. This is especially recommended if the entrance is located on a steep grade or is not visible at a distance of more than 40 m. A physical demarcation such as a low-lying hedge or ditch may discourage crowds from gathering on the path and prevent children from wandering onto it while playing.

Many recreational bicycle paths are located far enough from population centers as to make it necessary for some bicyclists to drive to the location. It is, therefore, often desirable to provide automobile parking near those facilities. The recommended number of spaces is determined by the location of population centers and the popularity of the network.

Rest areas and overlooks can be a more pleasant experience if exposure to wind and noise levels is considered. Planting trees and shrubs is the most aesthetically pleasing way to create windbreaks. Spruces, firs and cedars, with their full bases, form a more wind resistant grove than those trees whose branches begin higher up. The ambient noise level on a bikeway located near freeways, or industries can be reduced through the installation of acoustic screens, such as earth berms or low walls. It is also important to avoid creating an environment in 6(4) BIKEWAYS MANUAL JUNE 17, 1996 JUNE 17, 1996 BIKEWAYS MANUAL 7(1)

Chapter Seven

TRAFFIC CONTROLS

7-1.0 Introduction 1) Paint the crosswalk and remove the stop or yield sign.

Traffic control devices and warrants are used to help ensure 2) Add louvers to the sign to shield it from the highway. roadway and bikeway safety by providing orderly and predictable movement of all traffic. Signs, signals, pavement When signing a bikeway at a roadway crossing, consider markings and object markings are the traffic control devices using the yield sign instead of a stop sign if the volume of the used most frequently to regulate, warn, and guide bicycle traffic. cross street is low. Some bicyclists do not stop if traffic is not Curbs, fences and different types of pavement may also serve present and the yield sign allows this practice. Generally, the same function. The Minnesota Manual on Uniform Traffic signing entrances and commercial entrances should be Control Devices (MN MUTCD), Part IX Traffic Controls for avoided because of the potential confusion. Bicycle Facilities, should be reviewed to determine proper use and installation of traffic control devices. All traffic control In construction areas, signs should be installed to direct devices installed must conform with this manual under the bicyclists through or to the route they must follow to bypass the provisions of Minnesota Statutes 169.06. Also refer to the work. Care should be taken not to place signs in the travel path Mn/DOT Traffic Engineering Manual Parts 1, 2 and 3 which of bicyclists. This may result in dangerous avoidance or weaving contains guidance that complements the MN MUTCD and movements. clarifies accepted Mn/DOT procedures.

7-3.0 Signals and Vehicle Detectors 7-2.0 Signs Traffic signals are used by motorized, bicycle and Bicycle-use related signs on roadways and bikeways serve pedestrian traffic. Table 5-14.0A, choice of intersection type three basic purposes: regulating bicycle usage, directing and information in Chapter 5, indicate when signals should be bicyclists along pre-established routes, and warning of used to control bicycle traffic. unexpected conditions. Care should be taken not to install too many signs. Also be careful in placement of signs and pavement At signalized intersections of multi-lane streets, Average markings so that they do not interfere with or confuse motorists Bicyclists may have difficulties crossing if the clearance interval or present a hazard to bicyclists. is not of adequate duration. Car-bike collisions occurring as motorists start or speed up on a new green are one of the major The main classifications of signs used on bicycle facilities bicycle accident types. One possible reason for this phenomenon are as follows: is inadequate transition time. All-red clearance intervals are often used and help to alleviate this problem. 1. Regulatory signs--notify bicyclists, pedestrians and motorists of traffic laws or regulations. Extremely short clearance intervals should not be used. Clearance time required for bicycles should be evaluated as a 2. Warning signs--warn bicyclists or motorists of standard practice for each signalized intersection along a potentially hazardous conditions on, or adjacent to roadway or bikeway. To check the clearance interval, a bikeways and trails, streets, and highways. bicyclist's speed of 16 km/h and a perception/reaction/braking time of 2.5 s should be used. 3. Guide signs--keep bicyclists informed of changes in route direction and help confirm that route direction Where there is heavy bicycle traffic on bicycle lanes, paths has been accurately followed. These include or network routes, detectors (preferably loops) and a separate destination and kilometers markers, information signs phase for bicycle use only may be included. Providing separate Include bikeway network maps or other information bicycle signal heads mounted at heights easily visible to placed at strategic locations such as intersections and bicyclists is also desirable. major destinations, furnish additional guidance.

Stop or yield signs placed to control the bicyclist may in 7-3.01 Traffic-actuated Signals fact cause confusion for some vehicles on a through street. It becomes hard to determine to whom the stop sign applies. If When possible, the green for a bicyclist should be actuated that potential exists, consider the following alternates: without pushing a pedestrian button. Visual, motion and 7(2) BIKEWAYS MANUAL JUNE 17, 1996

pavement detection loops are desirable for detecting bicycles and correctly placed. Bicyclists should be able to push the button and can be set to do so. Existing detectors can often be adapted while holding themselves upright using the top of the pedestal to detect bicycles. When used, locate push buttons for bicycle or button mounting. The button should be visible, placed on the traffic so that a bicyclist in the street can easily push the button right edge of the path in the direction of traffic flow, out of the without having to dismount, climb a curb or go around a pole, flow of cross traffic, and preferably have a pilot light that etc. On routes with heavy bicycle traffic, the use of green "ball" indicates actuation has occurred as a result of either pushing the or green "bike" indicators instead of the pedestrian "walk, don't button or detection by a loop. walk" indicators is desirable.

Detection loops are an effective method for detecting many bicyclists. However, as more bicycles are being made of non- 7-3.02 Programmed Signals ferrous metals, detection loops may be less effective then other detection methods. Type Q (Quadrupole) loops are often used in At installations where programmed signals are used, special bike lanes and Type D (Diagonal Quadrupole) loops in shared attention should be given to include bicyclists in the signal use situations. Recent research recommends the 1.7 m by 1.7 m, phasing and adjust the signal heads so bicyclists on bicycle lanes 45 degree skewed loop within 76 mm of the surface as the or paths can see them. If programmed signals cannot be aimed predominant loop design. This is due to its ability to detect to serve the bicyclist, then separate signals should be provided. motor vehicles and bicycles accurately. Standard rectangular or square loops tend to only detect bicycles along the loop edges. See Figure 7-3.0A. Deep buried loops are not recommended for bicycle detection. Loops are not usually installed across entire 7-4.0 Pavement Markings lanes. It is possible that a bicycle on the right side of the road would not be detected. Marking the location and most sensitive Pavement markings indicate separation of lanes for motor portion of the loop is helpful. vehicles and bicycles on streets and highways, assist the bicyclist by indicating assigned travel paths, and can provide Signal or post-mounted visual or motion detectors may also advance information for turning and crossing maneuvers. be used. Pedestrian detection mats may be helpful in detecting Markings are also desirable to delineate bus stops, pedestrian bicycles. However, they are not yet commonly used and should walkways and busy public access areas. The frequent use of be evaluated before using. symbols and word messages is a helpful way to reinforce sign messages. The bicyclist could also use pedestrian buttons at intersections if they are the desired height of 1.5 m and designed

Recommended Loop Types for Bicycle Detection

(In most shared-road situations, the diagonal quadrupole is preferred.)

Figure 7-3.0A JUNE 17, 1996 BIKEWAYS MANUAL 7(3)

Where bicycles and pedestrians share a common path, a 7-5.02 Delineation yellow line may be used to separate the two traffic flows. This is beneficial in the following circumstances: for heavy volumes Roadway or bikeway delineators are light-retroflecting of traffic, on curves with restricted sight distance, and on devices mounted at the side of the roadway or bikeway, in unlighted paths where night riding is expected or in dark series, to indicate the alignment. Delineators are effective aids underpasses. Edge lines can also be beneficial where night for night driving and are considered as guidance rather than bicycle traffic is expected. warning devices. Care should be taken to avoid having delineators become hazardous objects. If used, delineator type The basic requirements for bikeway pavement markings are and placement should be determined by a traffic engineer. similar to those for motor vehicle markings. These are visibility(or reflectivity), durability and rolling resistance. Pavement markings may make bicyclists more likely to skid. This is especially true at intersections, where the ability of the bicyclist to remain in control is very important. Non-skid 7-5.03 Curbs and Medians materials are recommended. Adding silica to marking products increases their surface roughness. Recent research shows the Curbs and medians can separate and delineate the corridor sieve analysis of silica-microbead mixtures which offer the good reserved for bicyclists. Permanent curbs or medians at bus stops rolling resistance. See Table 7-4.0A. should be at least 1 m wide to provide a loading platform for transit users. It is recommended that permanent or movable curbs be installed along all bi-directional bicycle lanes, regardless of the speed, volume or direction of motor vehicle traffic. 7-5.0 Object Markings, Delineators, Curbs, Fences and Barriers Curbs should have openings to permit access for driveways and bikeways and to allow rainwater to drain through the curb. The primary functions of object markings, delineators, During the winter months, keep curb or median openings free of curbs, fences and barriers are: hazards and obstructions to ensure proper use and drainage.

C controlling traffic to encourage safe and expeditious operation

C supplementing the regulations or warnings of traffic 7-6.0 Fences and Barriers signs Fences and barriers along roadways and paths are intended C independently identifying certain regulations or to protect bicyclists from certain hazards (waterways, ravines, hazardous conditions motor vehicle traffic, etc.) and to direct bicycle traffic.

Fence and barrier design must take into account the 7-5.01 Object Markings characteristics of the bicycle, particularly the position of the rider and the height of the chainset and the handlebars. The Object markings identify physical obstructions in or near choice of fence or barrier depends on the nature of the hazards. the roadway or bikeway that may constitute a hazard to traffic. Such objects can be marked with highly visible, reflectorized Fences or barriers should not be installed where there is no markings to make their identification by approaching bicyclists real danger to bicyclists, for instance , a sharp curve with no more certain. Care should be taken to avoid having object significant obstacles along its outer edge. A bicyclist is more markers become hazardous objects. Corners of object markers likely to be injured in a collision with a fence than by riding into as well as designs should be rounded. Where practical, markers a ditch or field where side slopes meet guidelines. Fences or such as those described in section 3C-1 of the MN MUTCD barriers are necessary on bridges and culverts and where should be used. conditions exceed specified side slope limits. Fences should be a minimum of 1.4 m high. On vertical fence rails, openings

Table 7-4.0A Sieve Analysis of Silica-Microbead Mixtures Screen (mm) 800 630 500 315 250 125

Undersize (percent) 5 - 20 10 - 35 20 - 50 60 - 85 85 - 100 100 7(4) BIKEWAYS MANUAL JUNE 17, 1996

should not exceed 100 mm below a height of 1 m. Refer to Mn/DOT or AASHTO manu als for opening sizes above 1 m heights.

The ends of a fence or barrier should be flared away from the path by at least 1 meter. If this is not feasible, the possibility of gradually narrowing the lateral clearance in the hazard approach zone should be investigated.

7-6.01 Channelization Fences

Channelization fences are used to direct bicycle traffic, divide it into streams, or eliminate the risk of conflict between bicyclists and pedestrians. They are sometimes installed in paths. When a channelization fence is installed on a path's surface, the path should be widened by at least 0.50 m and marked appropriately.

Channelization fences may typically be used in the following situations:

C To protect pedestrians at a beside a bikeway;

C Alongside an automobile parking area to direct bicycle traffic onto a path or to protect a bicycle parking area next to an automobile parking area or traveled way.

C To separate bicyclists and pedestrians on a path, especially along stretches with reduced visibility or where those volumes are very high. JUNE 17, 1996 BIKEWAYS MANUAL 8(1)

Chapter Eight BICYCLE PARKING

8-1.0 Design Considerations: If bicycle parking is not properly located and designed, bicyclists will use trees, railings, and other appurtenances. Long Bicycle parking facilities are an essential element to provide walks from bike parking to the bicyclist's destination may safe and convenient bicycle transportation. People are lengthen trip times to the point of making bicycling inconvenient discouraged from bicycling unless adequate and secure parking and deterring its use. A location should be selected to ensure that is available. Bicycle parking facilities should be provided at both bicycles will not be damaged by motor vehicles or interfere with the trip origin and trip destination and offer protection from pedestrian flow. Facilities should be designed not to disturb theft and damage. Local zoning, licensing and permit processes other parked bicycles. Parking should be located as close to the should designate the types and numbers of bicycle parking door of the destination as possible. required. Facilities should be able to accommodate a wide range of Bicycle parking serves two categories of user needs: bicycle shapes and sizes including tricycles and trailers if used commuter or long-term parking (i.e., for more than 2 hours) and locally. Facilities should be simple to operate. If possible, signs convenience or short term parking (i.e., for less than 2 hours). depicting how to operate the facility should be posted. The The minimum needs for each differ in their placement and facility should be designed so that it will not damage bicycles protection. (bent rims are common with racks that only support one wheel).

1. Long-term parking is needed at locations such as A bicycle parking device must support, protect, and secure employment centers, transit stations, lots, the bicycle. The ideal device completely supports the frame and and multi-family dwellings. Facilities should be the wheels in unison. Devices which support only the frame or provided which secure the frame, both wheels, and support the wheels alone fail to control for the lateral movement accessories and which offer protection from the of the bike. Any wheel support should preferably be in tandem weather. Bicycle lockers, shelters and attended storage with frame support and should protect more than 180 degrees of areas are good examples of long-term parking facilities. the wheel arc. The frame should ideally be supported by a cushioned and shock absorbing surface. Devices which require 2. Short-term parking is needed at locations such as the hanging of the bike by a wheel should allow for either swing shopping centers, libraries, recreation areas, and post movement or frame support to protect against lateral movement offices. Facilities should be very convenient and be of the frame. near building entrances or other highly visible areas which are self-policing. Convenience and ease of use are related to the amount of effort it takes to lock the bicycle to the security device. Better Bicycle parking devices should be tailored to the needs of devices allow for a variety of locking strategies and lock types. the user. Generally, commuters on an expensive bike prefer to Security devices which need cumbersome locks, lengthy cables, use security devices that completely protect their bicycles. A or chains provide no advantage for the bicyclist and discourage bicycle commuter often has expensive specialized equipment use. Ease of use is facilitated by a device that prevents bicycle and accessories. To assure protection of this equipment, the user movement while locking. will seek the highest security available to protect their bike. Short-term users may require less security.

No general rules can predict how much bicycle parking will be needed. The amount of bicycle parking needed will vary depending on land uses. Wherever possible, local empirical data should be used as the basis for establishing the number of spaces provided. A simple bicycle count or a survey might suffice, allowing for the growth anticipated when adequate access facilities are provided.

Some municipal parking regulations call for bicycle parking spaces as a percentage of the auto parking spaces required. Examples are 10% of auto parking for offices, hotels, retail, to 30% for recreation sites, community centers, and sports clubs. A good practice is to supply a given amount and then monitor usage to determine if more may be required. 8(2) BIKEWAYS MANUAL JUNE 17, 1996

8-2.0 Bicycle Security Levels and Parking Products: Light Security: Racks for light security consist of a stationary object upon which a The amount of security needed to prevent theft needs to be bicycle frame and both wheels may evaluated for each area. Bicycle parking facilities or devices can be secured with a user-provided be classified into three categories by the amount of security they cable/chain and lock or lock alone. provide: Shelter from weather is desired. See Figure 8-2.0C for a typical type of High Security: High security facilities protect rack that provides light security. against theft of the entire bicycle and its components and accessories, and No one type of parking product will satisfy all needs: a mix protects the bicycle from inclement of high, medium, and low security are advisable. A simple low weather. Examples are: bicycle security rack, visible through the store window, will usually lockers or secure or attended parking suffice for store customers, but employees will prefer a high inside a building or in an enclosed security facility. Generally, high security parking is preferred for storage area. See Figure 8-2.0A for long-term parking (more than 2 hours) and low security is often a typical bicycle locker. acceptable for short-term parking (less than 2 hours).

Medium Security: Racks for medium security consist of a stationary object that secures the frame and both wheels of the bicycle without cable or chain and protects the user's lock from physical assault. This facility is preferably sheltered from the weather. See Figure 8-2.0B for a typical rack that will provide medium security.

Typical Bicycle Locker

Figure 8-2.0A JUNE 17, 1996 BIKEWAYS MANUAL 8(3)

Typical Bicycle Rack Providing Medium Security Figure 8-2.0B

Typical Bicycle Rack Providing Light Security Figure 8-2.0C 8(4) BIKEWAYS MANUAL JUNE 17, 1996 JUNE 17, 1996 BIKEWAYS MANUAL 9(1)

Appendices

9-1.0 Appendix A: Bicycle Traffic Level of Service (LOS)

SERVICE LEVEL DEFINITION

Level A Free flow with low volumes, speed usually above 18 km/h. Effective one-way lane width is 1.4 m.

Level B Stable flow with significant volumes, speed 17 to 18 km/h. Effective one-way lane width is 1.2 m. This is considered the minimum effective width for Average Bicyclists.

Level C Flow is still stable, speed is in the 15 to 17 km/h range. Effective one-way lane width is 1.0 m. This is considered the minimum effective width for Experienced Bicyclists.

Level D Flow is greatly depressed, speed in the 13 to 15 km/h range. Effective one-way lane width is 0.9 m.

Level E Flow speed is tremendously reduced, speed is in the 10 to 13 km/h range. Effective one-way lane width is 0.75 m.

Level F Traffic may be stop and go, speed is unpredictable.

Source: Northwestern University Traffic Institute. JUNE 17, 1996 BIKEWAYS MANUAL index (1)

A Design Treatments 3-2.05 Aggregate Structural Section 5-10.04 Design Options to be Considered in At-Grade Intersections Without Signals 5-14.03 Selecting the Appropriate Treatment 4-4.03 At-Grade Signalized Intersections 5-14.03 At-Grade Railroad Crossings 4-13.02 DESIGNING BICYCLE FACILITIES 4-3.0

B DEVELOPING A COMMUNITY BICYCLE NETWORK PLAN 3-2.0 BARRIERS, RAILINGS, AND FENCES 5-12 BICYCLE AND PEDESTRIAN OVERPASSES 6-3.0 DRAINAGE 5-11 BICYCLE AND PEDESTRIAN DRAINAGE AND DRAINAGE GRATES 4-11.0 UNDERPASSES AND TUNNELS 6-5.0 BICYCLE SECURITY LEVELS AND PARKING PRODUCTS 8-2.0 E Bicycle Parking and Security 3-2.07 Environmental Road Closures 4-7.07 Bicycle Lanes 4-2.01 Establish Performance Criteria for the Bicycle Lanes and Left-Turning Bicycle Traffic 4-13.02 Bicycle Network 3-2.01 Bicycles, Buses and Combination Bus/Bike Lanes4-2.02 Evaluate the Finished Network Plan Bike Lane Treatments at Intersections 4-13.02 Using the Established Performance Criteria 3-2.06

Bike Lane Continuation at T- intersections 4-13.02 Evaluate and Select Specific Route Alternatives 3-2.04 BIKEWAY UNDER EXISTING BRIDGE STRUCTURES 6-4.0 F FENCES AND BARRIERS 7-6.0 Bituminous Structural Section 5-10.02 Foundation Preparation 5-10.01

BYPASS LANES 4-8.0 G Grade Separations (Tunnels and Bridges), C Factors Used to Determine 3-2.05 Channelization Fences 7-6.01 GRADES 5-7.0 Chicanes 4-7.02 CLIMBING LANES 4-9.0 H Concrete Structural Section 5-10.03 HIGHWAY BRIDGES WITH BIKEWAYS 6-2.0 Controlling Motor Vehicle Access 5-14.03 HORIZONTAL CURVATURE Crosswalk 5-14.03 AND SUPERELEVATION 5-6.0 Curb Extensions 4-7.04 Curb Designs and Arrangements 5-14.03 I Curbed Pedestrian Refuge Islands or Medians 5-14.03 Identify Bicycle Travel Corridors 3-2.03 Curbs and Medians 7-5.03 Intersection Design 5-14.03 INTERSECTIONS 5-14.0 D Inventory Existing System 3-2.02 DEFINITIONS 1-4.0 Delineation 7-5.02 J DESIGN APPROACH 1-8.0 DESIGN CONSIDERATIONS 8-1.0 K DESIGN BICYCLE 1-7.0 DESIGN OPTION, L PREPARING TO SELECT A 4-4.0 LIGHTING 5-13 DESIGN SPEED 5-5.0 LIGHTING 4-12.0 LOCATING PATHS 5-2.0 JUNE 17, 1996 BIKEWAYS MANUAL index (1)

M Shared Road Bikeway Treatments Mini Round-a-bouts 4-7.05 at Intersections 4-13.01 Shared Lanes 4-2.03 N Shoulders 4-2.05 SIGHT DISTANCE 5-8.0 New Construction, Reconstruction Sight Distance at Crest Vertical Curves 5-8.02 and Retrofitting 4-4.02 Sight Distance at Horizontal Curves 5-8.03 SIGNALS AND VEHICLE DETECTORS 7-3.0 O SIGNS 7-2.0 Snow Storage in Separation Area 5-3.01 OBJECT MARKINGS, DELINEATORS, Speed Humps 4-7.01 CURBS, AND FENCES, AND BARRIERS 7-5.0 STRUCTURAL SECTION 5-10.0 SURFACE QUALITY AND UTILITY WORK 2-2.0 Object Markings 7-5.01 Surface Alterations 4-7.06 Surface smoothness and maintenance 5-10.05 ON-ROAD INTERSECTIONS 4-13.0 One-way Paths 5-14.03 T OPERATING SPACE 1-6.0 TABLES TO DETERMINE THE RECOMMENDED OPTION 4-6.0 P PATH WIDTHS AND CLEARANCES 5-9.0 THE TYPICAL BICYCLE, RIDER, Path and Motor Vehicle Intersections 5-14.02 AND DIMENSIONS 1-5.0 Path Intersections 5-14.01 Paths and At-grade Railroad Crossings 5-14.03 TRAFFIC OPERATIONS AND DESIGN Paths at Independent At-grade Crossings 5-14.03 FACTORS USED IN DETERMINING THE PAVEMENT MARKINGS 7-4.0 APPROPRIATE DESIGN TREATMENT 4-5.0 Pinch Points 4-7.03 Plugged, or No-entry Calming 4-7.08 Traffic-actuated Signals 7-.3.01 POLICY AND GOALS 1-2.0 TRAFFIC-CALMED ROADWAYS 4-7.0 Programmed Signals 7-3.02 Traffic-Calmed Roadways 4-2.06 PURPOSE 1-1.0 Transverse Bands 4-7.10 TYPES OF FACILITIES 4-2.0 Q U R V REST AREA OVERLOOKS 6-6.0 Retrofitting Bikeways and Bike Lanes on VEGETATION CONTROL 2-3.0 Existing Highway Bridges 6-2.01 RUMBLE STRIPS 4-10.0 W Rumble Strips (traffic calming) 4-7.09 What Types of Bicyclists is the Route Most Likely to Serve? 4-4.01 S Wide Curb or Wide Outside Lanes 4-2.04 Safe Stopping Sight Distance 5-8.01 SCOPE 1-3.0 X Select Appropriate Facility Options 3-2.05 Y SEPARATING PEDESTRIANS Z AND BICYCLISTS 5-4.0 SEPARATION BETWEEN PATH AND ROADWAY 5-3.0